
|
Export Control Classification
|
||
|---|---|---|
|
* Data is subject to the jurisdiction of the Export and Import
Controls Bureau of the Department of Foreign Affairs and International
Trade of Canada, Department of Commerce of the United States and/or
Department of State of the United States.
|
Regulation
|
Classification Number
|
|
Canadian ECL(s)*
|
||
|
ECCN(s)*
|
||
|
**Data is not subject to the jurisdiction of the Department
of Commerce of the United States or Department of State of the United
States but would become subject if exposed to any US involvement.
|
P-ECCN(s)**
|
9E991
|
|
USML (ITAR)*
|
||
|
P-USML**
|
||
|
Rev. No.
|
Issue Date
|
|---|---|
|
1
|
Nov 21/2008
|
|
2
|
Jan 16/2009
|
|
3
|
Apr 03/2009
|
|
4
|
Jul 10/2009
|
|
5
|
Nov 20/2009
|
|
6
|
Jun 11/2010
|
|
7
|
Feb 25/2011
|
|
8
|
Oct 25/2011
|
|
9
|
Aug 24/2012
|
| <span><span><span style="score-spaces: false; text-decoration: underline; ">CHAPTER/SECTION/SUBJECT</span></span></span> | <span><span><span style="score-spaces: false; text-decoration: underline; ">TITLE</span></span></span> |
|---|---|
|
Introduction
|
|
|
Airworthiness Limitations
|
|
|
05-00
|
Time Limits
|
|
05-00-00
|
Time Limits/Maintenance Checks
|
|
05-10
|
Operating Limits
|
|
05-10-00
|
Operating Limits and Leading Particulars
|
|
05-20
|
Scheduled Maintenance Checks
|
|
05-20-00
|
Scheduled Maintenance Checks
|
|
05-50
|
Unscheduled Maintenance Checks
|
|
05-50-00
|
Unscheduled Maintenance Checks
|
|
70-00
|
Standard Practices
|
|
70-00-00
|
Standard Practices
|
|
71-00
|
Power Plant
|
|
71-00-00
|
Power Plant
|
|
72-00
|
Engine
|
|
72-00-00
|
Engine, General
|
|
72-00-01
|
Fault Isolation (Mechanical)
|
|
72-00-02
|
Fault Isolation (EEC)
|
|
72-30
|
Compressor
|
|
72-30-01
|
LP Compressor (Fan)
|
|
72-30-02
|
Fan Case and Exit Vanes
|
|
72-30-03
|
Compressor Case Assembly
|
|
72-40
|
Combustion Section
|
|
72-40-01
|
Combustor
|
|
72-50
|
Turbine Section
|
|
72-50-01
|
HP Turbine
|
|
72-50-02
|
HP Turbine Vane Ring
|
|
72-50-03
|
HP Turbine Support Case
|
|
72-50-05
|
LP Turbine Vane Ring
|
|
72-50-06
|
LP Turbine
|
|
72-50-07
|
Turbine Exhaust Case Cowl
|
|
72-50-08
|
Turbine Exhaust Case
|
|
72-50-09
|
Turbine Exhaust Case End Cone
|
|
72-60
|
Accessory Gearbox
|
|
72-60-01
|
Accessory Gearbox
|
|
72-60-02
|
AGB Breather Tube
|
|
72-70
|
Bypass Section
|
|
72-70-01
|
Front Outer Bypass Duct
|
|
72-70-02
|
Services Fairing Assembly
|
|
73-10
|
Fuel Distribution
|
|
73-10-01
|
Fuel Tubes
|
|
73-10-02
|
Fuel/Oil Heat Exchanger
|
|
73-10-03
|
Bypass Duct Fuel Fairing
|
|
73-10-04
|
Fuel Manifold Assembly
|
|
73-10-05
|
Fuel Filter
|
|
73-10-06
|
Fuel Drain Valve Adapter
|
|
73-10-07
|
Fuel Shut-off Cable
|
|
73-20
|
Fuel Controlling
|
|
73-20-01
|
Fuel Metering Unit
|
|
73-20-02
|
Electrical Wiring Harness
|
|
73-20-03
|
Electronic Engine Control (EEC)
|
|
73-30
|
Fuel Indicating
|
|
73-30-01
|
Fuel Filter Impending Bypass Switch
|
|
73-30-02
|
Fuel Filter Bypass Indicator
|
|
74-00
|
Ignition
|
|
74-00-01
|
Ignition System
|
|
74-10
|
Ignition - Power Supply
|
|
74-10-01
|
Ignition Exciter
|
|
74-20
|
Ignition - Distribution
|
|
74-20-01
|
Ignition Cables
|
|
74-20-02
|
Spark Igniters
|
|
75-30
|
Compressor Control
|
|
75-30-01
|
Bleed Valve Actuator
|
|
77-20
|
Engine Indicating - Temperature
|
|
77-20-01
|
T1 Temperature Sensor
|
|
77-20-02
|
T6 Thermocouple Wiring Harness
|
|
77-40
|
Data Collection Unit (DCU)
|
|
77-40-01
|
Data Collection Unit (DCU)
|
|
79-20
|
Oil - Distribution
|
|
79-20-01
|
Oil Filter Element
|
|
79-20-02
|
Oil Filter Bypass Valve
|
|
79-20-03
|
Pressure Oil Tubes
|
|
79-20-04
|
Scavenge Oil Tubes
|
|
79-20-05
|
Cold Start Valve and Cover
|
|
79-20-06
|
Oil Pump
|
|
79-20-07
|
Air Cooled Oil Cooler (ACOC)
|
|
79-30
|
Oil Indicating
|
|
79-30-01
|
Chip Collection/Detection
|
|
79-30-02
|
Oil Filter Impending Bypass
|
|
79-30-03
|
Oil Filler Assembly
|
| T.R. No. | Filed Adjacent to | T.R. Status |
|---|---|---|
| 05-1 | 05-10-00, Page 8, Operating Limits | Incorporated in Maintenance Manual at Rev. No. 3 and incorporated in Line Maintenance Manual at Rev. No. 4. |
| 05-2 | 05-20-00, Page 1, Scheduled Maintenance Checks | Incorporated in Maintenance Manual at Rev. No. 7 and incorporated in Line Maintenance Manual at Rev. No. 8. |
| 05-3 | 05-20-00, Page 1, Scheduled Maintenance Checks | Incorporated in Maintenance Manual at Rev. No. 8 and incorporated in Line Maintenance Manual at Rev. No. 9. |
| 72-1 | 72-50-08, Page 217, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 5. |
| 72-2 | 72-00-01, Page 138, Fault Isolation | Incorporated in Maintenance Manual at Rev. No. 5 and incorporated in Line Maintenance Manual at Rev. No. 6. |
| 72-3 | 72-00-00, Page 201, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 6 and incorporated in Line Maintenance Manual at Rev. No. 7. |
| 72-4 | 72-70-01, Page 215, Maintenance Practices | TR 72-4 Replaced by 72-6. |
| 72-5 | 72-70-01, Page 239, Maintenance Practices | TR 72-5 Replaced by 72-7. |
| 72-6 | 72-70-01, Page 215, Maintenance Practices | TR 72-6 Replaced by 72-8. |
| 72-7 | 72-70-01, Page 239, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 6 and incorporated in Line Maintenance Manual at Rev. No. 7. |
| 72-9 | 72-30-01, Page 228, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 8 and incorporated in Line Maintenance Manual at Rev. No. 9. |
| 72-8 | 72-70-01, Page 215, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 6 and incorporated in Line Maintenance Manual at Rev. No. 7. |
| 73-1 | 73-10-04, Page 208, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 5. |
| 73-2 | 73-10-03, Page 201, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 7 and incorporated in Line Maintenance Manual at Rev. No. 8. |
| 73-3 | 73-10-05, Page 207, Maintenance Practices | Incorporated in Maintenance Manual at Rev. No. 8 and incorporated in Line Maintenance Manual at Rev. No. 9. |
| P&WC SB No. | ATA SB No. | Rev. No. | Incorporation Status |
|---|---|---|---|
|
66001
|
72-66001
|
0
|
No Effect
|
|
66002
|
72-66002
|
0
|
No Effect
|
|
66003
|
72-66003
|
1
|
No Effect
|
|
66004
|
72-66004
|
2
|
No Effect
|
|
66005
|
72-66005
|
0
|
No Effect
|
|
66006
|
72-66006
|
0
|
No Effect
|
|
66007
|
72-66007
|
0
|
No Effect
|
|
66008
|
72-66008
|
1
|
No Effect
|
|
66009
|
72-66009
|
1
|
Incorporated in Rev 7
|
|
66010
|
72-66010
|
0
|
Incorporated in Rev 5
|
|
66011
|
72-66011
|
1
|
Incorporated in Rev 5
|
|
66012
|
72-66012
|
0
|
No Effect
|
|
66013
|
72-66013
|
4
|
Incorporated in Rev 7
|
|
66014
|
72-66014
|
0
|
No Effect
|
|
66015
|
72-66015
|
0
|
No Effect
|
|
66016
|
72-66016
|
0
|
No Effect
|
|
66017
|
72-66017
|
0
|
Incorporated in Rev 6
|
|
66018
|
72-66018
|
0
|
No Effect
|
|
66019
|
72-66019
|
1
|
No Effect
|
|
66020
|
72-66020
|
0
|
Not Used
|
|
66021
|
72-66021
|
1
|
No Effect
|
|
66022
|
72-66022
|
0
|
No Effect
|
|
66023
|
72-66023
|
0
|
No Effect
|
|
66024
|
72-66024
|
0
|
Incorporated in Rev 7
|
|
66025
|
72-66025
|
1
|
No Effect
|
|
66026
|
72-66026
|
0
|
No Effect
|
|
66027
|
72-66027
|
0
|
No Effect
|
|
66028
|
72-66028
|
0
|
Incorporated in Rev 8
|
|
66029
|
72-66029
|
0
|
Not Used
|
|
66030
|
72-66030
|
0
|
Incorporated in Rev 7
|
|
66031
|
72-66031
|
0
|
Not Used
|
|
66032
|
72-66032
|
0
|
Not Used
|
|
66033
|
72-66033
|
0
|
No Effect
|
|
66035
|
72-66035
|
0
|
No Effect
|
|
66036
|
72-66036
|
2
|
Incorporated in Rev 8
|
|
66038
|
72-66038
|
1
|
Incorporated in Rev 8
|
|
66040
|
72-66040
|
1
|
No Effect
|
|
66041
|
72-66041
|
1
|
No Effect
|
|
66042
|
72-66042
|
0
|
No Effect
|
|
66043
|
72-66043
|
1
|
No Effect
|
|
66044
|
72-66044
|
0
|
No Effect
|
|
66045
|
72-66045
|
0
|
No Effect
|
|
66046
|
72-66046
|
0
|
No Effect
|
|
66047
|
72-66047
|
0
|
Not Used
|
|
66048
|
72-66048
|
0
|
No Effect
|
|
66049
|
72-66049
|
0
|
No Effect
|
|
66050
|
72-66050
|
0
|
No Effect
|
|
66051
|
72-66051
|
0
|
No Effect
|
|
66052
|
72-66052
|
0
|
Incorporated in Rev 9
|
|
1. General
This maintenance manual contains the recommended procedures
for maintaining PW617F-E engines manufactured by Pratt & Whitney
Canada. Personnel involved with engine maintenance should acquaint
themselves with the contents of the following introductory paragraphs
for full comprehension of the information contained in this manual.
Procedures in this manual may be accomplished with the engine
installed or removed from the airframe. This manual will be revised
as necessary to incorporate any changes as they arise and also incorporate
latest approved procedures and data. This manual is not customized
to any particular airframe installation. Configurational variations
that may arise as a result of installation or peculiar requirement
will be dealt with in the text as they occur.
|
|
2. Customer Service
Customer Service representatives maintain contact with operators
and service activities and are available for investigation of any
specific difficulty or problem. Request for assistance should be
directed to:
Request for AOG support should also be directed to:
|
|
3. Customer Feedback
Any discrepancies, problems or suggestions regarding this publication
should be forwarded in writing, using the Pratt & Whitney Canada
Customer Feedback Sheet (RSVP), and directed to:
Customer Feedback Sheets are enclosed with new manuals and each
subsequent revision. Additional forms may be obtained by contacting:
The Supervisor, Publications Customer Services, at the above address.
An on-line RSVP form is also available via the P&WC website above.
|
|
4. Engine Accessory Repair
Send all engine accessory components for repair/repair-by-replacement
to:
|
|
5. Maintenance Concept
There are three maintenance levels for the PW617F-E engine:
Ramp Maintenance, Line Maintenance and Heavy Maintenance. Repairs
beyond the levels detailed in this manual are not recommended and
should be done by an approved overhaul facility.
Instructions are given with the understanding that Standard
Practices, Chapter 70, has been read, entirely understood and will
be followed.
Refer to Table for a complete
list of Maintenance Tasks.
|
|
6. How to Use this Manual
Subject matter in this manual is separated into specific Chapters,
Sections and Subjects in accordance with ATA Specification No. 2200.
Each Chapter is divided into sections and each section is divided
into subjects. Each subject is divided into pageblocks and each pageblock
is divided into tasks.
|
|
7. Task Numbering System
The structure of this manual is controlled by the Air Transport
Association (ATA) Specification No. 2200. It uses the Jet Engine Maintenance
Task Oriented Support System (JEMTOSS) which has task and subtask
numbers for text, illustrations and tables. The system permits this
manual to be adapted to the different electronic or manual systems
of the users.
The task numbering system permits selection of data or cross-references
because each task or subtask number is unique. The task numbers give
an accurate point of reference that will not change with revisions
to pages or paragraph numbers.
Each operation specified in this manual has a task number which
is controlled by ATA Specification No. 2200 numbering system and the
function of the data. The task number contains five elements. The
first three of these elements are the ATA number and they give the
Chapter/Section/Subject number.
The fourth element identifies the function (inspection, repair,
test, etc.). Refer to Table for specific fourth element function identification.
The fifth element gives a different identification for each task/subtask
in the function. Task identifiers, given in sequence, are from 801
thru 999 and subtask identifiers are from 001 thru 800.
|
|
8. Supplementary Publications
Personnel concerned with the maintenance of the PW617F-E engine
should familiarize themselves with the content of the Illustrated
Parts Catalog, P&WC Manual P/N 3072164, which lists and describes
the saleable parts of the engine and illustrates their inter-relationship.
Refer to the P&WC Consumable Materials List Manual, P/N
3043340 for information about consumable materials referred to in
this manual.
|
|
9. Component Maintenance Manuals
Table 2 lists the Component Maintenance Manuals (CMM) for the
PW617F-E engine. Refer to Illustrated Parts Catalog, P&WC Manual
P/N 3072164, for component part numbers and supplier codes.
|
|
10. Service Bulletins
Service Bulletins will be issued as required to provide information
or instructions for modifying engines or parts to the latest configuration.
|
|
11. Special Tool Service Bulletins
Special Tool Service Bulletins provide instructions for modifying
special tools to a later configuration.
|
|
12. Safety
This manual describes processes that may require the use of
chemicals, solvents, paints or other commercially available materials.
Material Safety Data Sheets (MSDS) containing information about
Trade Name, Safety Hazards, Health Hazards, Reactivity, Spill or Leak
Procedures, Special Protection Information, Special Precautions and
Transportation and Labelling are available from the manufacturer.
Read prior to using consumable materials.
|
|
13. Directional References
The terms right or left, clockwise or counterclockwise, upper
or lower, and similar directional referenced, will apply to the engine
as viewed from the rear with the engine in a horizontal position.
|
|
14. Build Specification (BS)
Build Specifications BS1209, BS1277 and BS1278 are applicable
throughout this manual unless otherwise specified.
|
|
15. Abbreviations
|
|
16. Special Tools
Special tools required to maintain the engine are listed in Table. Refer to 'Supplementary
Tool Information' for recommendations on safe use, handling and maintenance
of Pratt & Whitney Canada special tools.
The maintenance tasks for the PW617F-E engines detailed in this
manual are in four categories specific to P&WC, Table gives equivalent categories
based on ATA 104 and A/C AMM definitions.
You can get tools from the following suppliers:
|
|
18. Fixtures and Equipment
Table lists the fixtures
and equipment required to maintain the engine, and the supplier's
name and address, when available.
|
|
19. Consumable Materials
Consumable Materials required to maintain the engine are listed
in Table.
Refer to the manufacturer's Material Safety Data Sheets, MSDS,
for consumable materials information such as: hazardous ingredients,
physical/chemical characteristics, fire, explosion, reactivity, health
hazard data, precautions for safe handling, use and control measures.
Refer to Table for Supplier
Code address and other contact information.
|
| (1) | The Airworthiness Limitations section is contained in the PW617F-E Airworthiness Limitations Manual P/N 3072699. |
| (1) | The Airworthiness Limitations Manual P/N 3072699 contains mandatory rotor component cyclic life limits which are a condition of engine type certification. These limits are approved by Transport Canada. |
| (2) | The Operating Limits and Leading Particulars section (Ref. Task 05-10-00-990-801) contains limits approved by Transport Canada. |
| (1) | The Scheduled Inspection/Maintenance Intervals section (Ref. Task 05-20-00-210-801) consists of periodic inspections, maintenance tasks, frequencies and overhaul life limits which have been accepted by Transport Canada. |
| (2) | The Unscheduled Maintenance Inspections section (Ref. Task 05-50-00-210-801) consists of inspections and actions required when an engine exceeds the operating limitations (Ref. Task 05-10-00-990-801) or is subjected to unusual stress or operating conditions or gives unsatisfactory performance. |
| (1) | Engine leading particulars are detailed in Table, Table, and Table. |
| (1) | The maximum operating fuel temperature at the fuel flow
meter is 275°F (135°C ).
NOTE: A measurement of 264.2°F (129°C), by the engine EEC and
displayed in the aircraft maintenance computer is equivalent to the
FMU operating temperature limit of 275°F (135°C).
|
| (2) | For operation with temperature outside these limits, refer to Task 05-50-00-210-822. |
| (1) | This section contains the minimum Pratt & Whitney Canada approved engine maintenance inspection checks (based on flight hours as defined in the airworthiness limitations section of this manual (Ref. Task 00-00-00-860-801), or calendar times whichever occurs first) and are intended to coincide with airframe inspection intervals (not to exceed the listed frequencies). Detailed procedures are provided, where applicable, in the relevant INSPECTION/CHECK sections of subject chapters in this manual. A list of the explanation of terms is given in Task 72-00-00-290-801. |
| (2) | The rotor component life limitations outlined in the airworthiness limitations section of this manual (Ref. Task 00-00-00-860-801), override all other scheduled activities. |
| (3) | Operators may choose other maintenance programs, including a P&WC customized one. It is the operator's responsibility to obtain individual maintenance program approval from their local airworthiness authority. |
| (4) | The scheduled maintenance checks include the following:
|
| (1) | At intervals of 600 flight hours or one calender year
(whichever comes first) the EEC must be interrogated for EEC faults
(Ref. Task 72-00-02-810-801). Do the corrective actions on the detected faults as indicated
by the fault codes.
NOTE: TLD faults may be identified by viewing the Maintenance
Computer display page (Refer to the AMM).
|
| (2) | If Long Term Dispatch (LTD) faults are found before
the end of 600 flight hours or one calender year interrogation interval,
flight is allowed, however all of the faults must be cleared before
the end of 600 flight hours or one calender year interrogation interval
(Ref. PW617F-E Airworthiness Limitations Manual, P/N 3072699, Time
Limited Dispatch).
NOTE: LTD status is indicated in the Aircraft Central Maintenance
Computer. If LTD is active, the Maintenance Message "LONG DISPATCH"
will be displayed as a maintenance message.
|
| (3) | At the time of the inspection, if it is noted that the LTD indication is set in the Aircraft Maintenance Computer, but there are no related faults latched, it is required to download the information from the Data Collection Unit (DCU) to check for intermittent TLD faults. All TLD faults data from the most recent 10 flights must be reviewed and rectified, unless the fault was induced by maintenance action. |
| (4) | After the inspection is completed, the LTD status should be cleared. (Ref. Task 71-00-00-760-822), TLD Clear Procedure (Long Dispatch). |
| (5) | All faults indicated by the EEC must be cleared at this interval. |
| (6) | When any component, accessory or LRU is removed due
to any TLD fault, the following information must be provided to Pratt
& Whitney Canada:
|
| (7) | Send this information:
|
| (1) | Do the Scheduled Inspections of the PW617F-E engine in accordance with Table. |
| (2) | Task Type Definitions:
|
| (3) | The inspection procedure and criteria are described in the referenced chapter. |
| (1) | The initial HSI for the PW617F-E engine must be performed at 1750 flight hours. Subsequent HSIs must be done every 1750 flight hours. An additional 50 flight hours is available for scheduling purposes. |
| (2) | A different HSI interval may exist as part of a P&WC customized Maintenance Plan. |
| (1) | The TBO for the PW617F-E engines is 3500 flight hours. An additional 100 flight hours is available for scheduling purposes. |
| (2) | A different Overhaul interval may exist as part of a P&WC customized maintenance plan. |
| (3) | Further increases to the TBO interval are subject to the approval of the operator's local regulatory authority and it is the responsibility of individual operators to make applications for such increases. |
| (4) | Operators desiring P&WC support for its application
for TBO extension should submit a formal request in writing, together
with details of the sample engine condition with name and address
of the overhaul facility to:
|
| (1) | A low utilization engine is defined as an engine that
has not been subject to disassembly and inspection of both hot section
and cold section at an approved overhaul facility by the end of the
following service intervals, whichever comes first (Ref. Task 72-00-00-290-817).
|
| (2) | For engines subject to low utilization, the initial
on-wing Low Utilization Inspection (LUI) is to be done at the end
of the following periods, whichever comes first:
|
| (3) | At the end of either of the two LUI intervals, an additional 1 month or 10 flying hours, whichever comes first, is permitted for scheduling purposes. |
| (4) | Subsequent LUI's are to be performed at 24 month intervals, provided that visual inspections, borescope inspections and performance calibration runs are satisfactory. If the visual or borescope inspections or the calibration runs are not satisfactory, return the engine to an approved service facility for appropriate maintenance or repairs. |
| (1) | Unless otherwise stated, the tolerance for periodic
or scheduled inspections is ten percent (10%), or up to a maximum
of 100 flight hours, or 30 days calendar time, whichever is less.
NOTE: The tolerance is established for maintenance scheduling
convenience only and must be approved by the governing civil aviation
authority.
|
| (1) | The following engine accessories must be returned with
the engine whenever the engine is routed to an overhaul facility for
scheduled inspection/repair in accordance with the PW617F-E Engine
Overhaul Manual. These accessories are to be inspected/repaired in
accordance with the Engine Maintenance Manual instructions or their
respective Component Maintenance Manuals:
|
| (1) | A regular wash is recommended for engines being operated in sandy, dusty, or in smog or salt laden environments (Ref. Table). For engine cleaning procedures, refer to Chapter 71-00-00, Cleaning/Painting. |
| (2) | Engine cleaning includes external washes, hand-wash of the fan as well as compressor desalination or performance recovery washes. An external wash is recommended when the engine is operated in an environment where atmospheric contamination exists. |
| (3) | Environmental conditions vary depending on engine operation and geographical location. Air pollution and salt-water exposure are examples of adverse environments. Chemical reactions with fuel and heat can produce severe corrosion, which can be significantly reduced through regular gas path washing. |
| (4) | Table provides wash schedules to reduce the rate of engine deterioration when the engine is operated in adverse environments. Periodic inspection of the engine externals, compressor inlet, and compressor gas path components for contamination can also be used as a basis for establishing external and internal wash requirements. |
| (5) | Engine wash schedule, compressor and external, are to be determined by the operator, with consideration of the specific aircraft operating and environmental condition. Wash frequency should be adjusted to suit the engine’s exposure to adverse environmental conditions. Exposure determination of continual, frequent or occasional operation should consider factors such as; time at altitude, home-base environment, destination, and storage in a sheltered, air-conditioned hangar. |
| (1) | An unscheduled maintenance inspection must be done when the engine is subjected to unusual stress or operating conditions, exceeds operating limitations or gives unsatisfactory performance. |
| (2) | If, as the result of the inspection, engine removal is required, a written report, stating the cause of removal in detail (e.g. overspeed, overtemperature, etc.) must be sent with the engine to an overhaul/repair facility. |
| (3) | If an operational engine must be removed, a Power Assurance check (Ref. Task 71-00-00-760-813) is recommended before engine removal to determine the extent of inspection/repair required. |
| (1) | In the event of a "NO DISPATCH " EICAS message, do the corrective actions on the detected faults indicated by the EEC fault codes (Ref. Task 72-00-02-810-801). |
| (2) | In the event of a "SHORT DISPATCH " EICAS message, do the corrective actions on the detected faults indicated by the EEC fault codes (Ref. Task 72-00-02-810-801). Faults must be rectified within 125 flight hours. |
| (3) | When any component, accessory or LRU is removed due
to any TLD fault, the following information must be provided to Pratt
& Whitney Canada:
|
| (4) | Send this information:
|
| (1) | Do a functional check of the aircraft engine temperature indicating system, refer to the AMM. If serviceable, refer to Task 05-10-00-990-801 for the required maintenance actions. Refer to Task 77-20-02-710-801 for the operational check of the T6 thermocouple system (heat response check). |
| (1) | Make sure there are no N1 and N2 speed sensor maintenance messages or faults. If serviceable, refer to Task 05-10-00-990-801 for the required maintenance actions. |
| (1) | Investigate each instance of FOD to determine the cause and circumstance. |
| (2) | When evaluating damage to the LP compressor (rotor and stator) or inlet cone, the integrity of the complete engine should be considered. |
| (3) | Inspect the nose cone, fan blades, fan case and fan exit stators. If indications that a foreign object might have entered the HP compressor are present, do a borescope inspection of the HP compressor (Ref. Task 72-00-00-290-804). |
| (4) | Continue downstream borescope inspection if indication is found that the foreign object might have affected downstream components. |
| (5) | Remove the ACOC in accordance with Maintenance Manual Instructions (Ref. Task 79-20-07-000-801). If there are indications that foreign object debris is present, return the ACOC to the Supplier to be inspected/repaired according to the Component Maintenance Manual instructions. Install a serviceable ACOC according to the Maintenance Manual instructions (Ref. Task 79-20-07-400-801). |
| (6) | If the damage found is not acceptable for continuing in operation (Ref. Task 72-00-00-290-804), return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual instructions. |
| (7) | If the components are serviceable, turn the LP rotor by hand and turn the HP rotor using a suitable socket installed in the AGB starter drive gearshaft, listen for unusual noises. If unusual noises are heard, return engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions. |
| (8) | Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If debris is found in the oil filter or the chip detector, refer to debris in oil system fault isolation (Ref. Task 72-00-01-810-831). |
| (9) | Start the engine (Ref. Task 71-00-00-760-810), do a ground run and a vibration survey (Ref. Task 71-00-00-760-818). Check that the engine operates normally. |
| (1) | Investigate each instance of bird strike to determine the cause and circumstance. |
| (2) | When evaluating damage to the LP compressor (rotor and stator) or inlet cone, the integrity of the complete engine should be considered. |
| (3) | Inspect the nose cone, fan blades, fan case and fan exit stators. If indications that a foreign object might have entered the HP compressor are present, do a borescope inspection of the HP compressor (Ref. Task 72-00-00-290-804). |
| (4) | Remove and inspect the ACOC for debris. If debris is noted replace unit. Install the ACOC and perform a leak check of the external tubes. Make sure the inside of the bypass duct is inspected for any evidence of leaks. |
| (5) | Continue downstream borescope inspection if indication is found that the foreign object might have affected downstream components. |
| (6) | If the damage found is not acceptable for continuing in operation (Ref. Task 72-00-00-290-804), return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual instructions. |
| (7) | If the components are serviceable, turn the LP rotor by hand and turn the HP rotor using a suitable socket installed in the AGB starter drive gearshaft, listen for unusual noises. If unusual noises are heard, return engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions. |
| (8) | Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If debris is found in the oil filter or the chip detector, refer to debris in oil system fault isolation (Ref. Task 72-00-01-810-831). |
| (9) | Do a fan wash (Ref. Task 71-00-00-160-806) and a compressor wash (Ref. Task 71-00-00-160-808). Check that the bleed ports are clear of contamination. |
| (10) | Start the engine (Ref. Task 71-00-00-760-810) and do a ground run, refer to the AMM. Check that the engine operates normally. |
| (1) | Visually check engine inlet for evidence of arcing, pitting or black scarring on the nose cone or low compressor rotor blades. If evident return the engine to an approved overhaul facility. Indicate lightning strike. |
| (1) | If a lightning strike is suspected but no evidence of arcing is visible, do the following steps. |
| (2) | Turn the low pressure rotor by hand and listen for unusual noises coming from the fan and turbine bearings. If unusual noises are heard, return the engine to an approved overhaul facility for lightning strike inspection. |
| (3) | Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If debris is found in the oil filter or the chip detector, refer to Debris In Oil System fault isolation (Ref. Task 72-00-01-810-831). |
| (4) | If debris is not found, reinstall the oil filter and the chip detector. |
| (5) | Visually inspect all of the electrical wiring harnesses and bonding straps. Check for EEC fault codes (Ref. Task 72-00-02-810-801). |
| (6) | Inspect the starter. Refer to the AMM. |
| (7) | Start the engine (Ref. Task 71-00-00-760-810) and ground run up to takeoff power, Refer to the AMM. Check that the engine operating parameters are normal. |
| (8) | Inspect the chip detector (Ref. Task 79-30-01-210-801) and the oil filter (Ref. Task 79-20-01-210-801). If metallic/magnetic debris is found, return the engine to an approved overhaul facility for lightning strike inspection. |
| (9) | Return the engine to service if no lightning strike damage is found. |
| (10) | If a chip detector indication occurs within 65 flight hours of the lightning strike event, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831) and send the debris for analysis. |
| (11) | Inspect the oil filter (Ref. Task 79-20-01-210-801) at 65 ± 5 flight hours. If debris is found, refer to Debris In Oil System fault isolation (Ref. Task 72-00-01-810-831). If debris is not found, the engine may continue in service with subsequent inspections done as defined by the relevant maintenance program. |
| (1) | Return engine to an approved overhaul facility for an inspection of dropped engines, to be carried out in accordance with the Engine Overhaul Manual instructions. |
| (1) | The engine is designed to withstand landing loads of 6g. If the 6g load limit was exceeded during a heavy landing incident, the engine must be returned to an approved overhaul facility for inspection and repair in accordance with the Engine Overhaul Manual instructions. If a 6g load was imposed during a heavy landing incident, do the checks listed below. |
| (2) | If any of the following defects are evident, replace
the engine:
|
| (3) | Turn the HP rotor using a suitable socket, installed in the AGB starter drive gearshaft. Listen for unusual noises which can indicate problems in the accessory gears, bearings, seals and rotors. If unusual noises occur, remove engine for investigation. |
| (4) | Check the following airframe/engine connections for
security:
|
| (5) | Check all engine-mounted accessories for security. Rectify if required. |
| (6) | Check for EEC Fault Codes (Ref. Task 72-00-02-810-801). |
| (7) | Do an Engine Power Assurance Check (Ref. Task 71-00-00-760-813). |
| (8) | If a chip detector indication occurs within 65 flight hours of the hard landing event, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831) and send the debris for analysis. |
| (1) | No inspection required. |
| (1) | If there was positive pressure indication during windmilling do an oil level check before returning the engine to service. If the oil level is low, some oil could be in the accessory gearbox, therefore, a motoring run might be required before servicing. |
| (1) | If there was no positive oil pressure indication, do the following steps. |
| (2) | Turn the low pressure (LP) rotor by hand and listen for unusual noises coming from the fan and turbine bearings. |
| (3) | Turn the high pressure (HP) rotor using a suitable socket, installed on the AGB starter drive gearshaft. Listen for unusual noises coming from bearings and gears. |
| (4) | If unusual noises are heard, return the engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions. |
| (5) | Inspect chip detector and oil filter. If debris is found, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831). Replace the oil filter, clean and reinstall the chip detector. |
| (6) | Check the oil level (Ref. Task 72-00-00-640-803). |
| (7) | Start the engine (Ref. Task 71-00-00-760-810) and ground run up to take off power, refer to the AMM. Check that engine parameters are normal. |
| (8) | Repeat the chip detector and oil filter inspection. If metallic debris is found, return the engine to an approved overhaul facility, to be inspected/repaired in accordance with the Engine Overhaul Manual instructions. |
| (9) | Repeat the oil level check and replenish the oil system if required (Ref. Task 72-00-00-640-804). |
| (10) | In addition, continue to inspect the chip detector every 10 flight hours until 65 flight hours is exceeded. If debris is found, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831). |
| (11) | Check the engine oil filter (Ref. Task 79-20-01-210-801) at 65 ± 5 flight hours. If debris is found, do the fault isolation chart for Debris In Oil System (Ref. Task 72-00-01-810-831). |
| (12) | If no debris is found, the engine may continue in service with subsequent inspections carried out as defined per the relevant maintenance program. |
| (1) | Return engine to an approved overhaul facility for an inspection after immersion in water to be carried out in accordance with the Engine Overhaul Manual instructions. |
| (1) | Foam, powder or other chemical extinguishers: If only engine externals are exposed, then wash immediately (Ref. Task 71-00-00-160-805) and monitor for corrosion. Otherwise, return engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual instructions. |
| (2) | Halon: No engine maintenance required. |
| (1) | Do a compressor wash (Ref. Task 71-00-00-160-808). |
| (2) | Drain the oil (Ref. Task 72-00-00-640-806). |
| (3) | Refill the oil system with new oil Task 72-00-00-640-805). |
| (4) | Remove the engine oil filter (Ref. Task 79-20-01-000-801). |
| (5) | Replace the engine oil filter (Ref. Task 79-20-01-400-801). |
| (6) | Do a borescope inspection of the compressor (Ref. Task 72-00-00-290-804). |
| (7) | Do a borescope inspection of the HP turbine (Ref. Task 72-00-00-290-804 and check for glass-like deposits on the turbine blades. If found, do a hot section inspection (Ref. Task 72-00-00-290-802). |
| (8) | Do a Power Assurance Test (Ref. Task 71-00-00-760-813). |
| (9) | If defects are found or the results of the Power Assurance Test are unsatisfactory, return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual. |
| (10) | If no defects are found and the results of the Power Assurance Test are unsatisfactory, return the engine to service. |
| (11) | Drain and refill the oil system with new oil (Ref. Task 72-00-00-640-806 and Task 72-00-00-640-805), 50 ± 10 flight. |
| (1) | Refer to Task 72-00-01-810-801. |
| (1) | Refer to Task 05-10-00-990-801 for the oil temperature limits. |
| (2) | Drain and discard the engine oil (Ref. Task 72-00-00-640-806). |
| (3) | Remove oil filter (Ref. Task 79-20-01-000-801). Inspect the oil filter (Ref. Task 79-20-01-210-801). |
| (4) | Remove and inspect the chip detector and strainer (Ref. Task 79-30-01-000-801 and Task 79-30-01-210-801). |
| (5) | Repair the cause of the high oil temperature (Ref. Task 72-00-01-810-825. |
| (6) | Install the chip detector, strainer and oil filter (Ref. Task 79-30-01-400-801 and Task 79-20-01-400-801). |
| (7) | Fill the oil system with new oil (Ref. Task 72-00-00-640-805). |
| (8) | Do a power assurance check (Ref. Task 71-00-00-760-813). |
| (9) | Monitor the oil temperature and chip detector indications in the cockpit. Repeat the checks for oil temperature and chip detector indications during the subsequent 65 flight hours. If the operating oil temperature is satisfactory and there is no indication of metal chips, the engine can continue in service with subsequent inspections as specified in the applicable maintenance program (Ref. Task 05-20-00-210-801) |
| (1) | Drain the engine oil system (Ref. Task 72-00-00-640-806). |
| (2) | Flush the engine oil system (Ref. Task 72-00-00-640-807). |
| (3) | Fill the engine oil system with original brand of approved engine oil (Ref. Task 72-00-00-640-805). |
| (1) | Refer to Task 05-10-00-990-801 for the oil pressure limits. The engine FADEC will indicate a CAS message for low oil pressure and shows all oil pressure exceedances on the engine exceedance synoptic page. |
| (2) | Do the fault isolation chart for low or high oil pressure as applicable (Ref. Task 72-00-01-810-827), to find and repair the root cause. |
| (3) | If there is debris in the oil, send it to an approved laboratory for analysis (Ref. Task 79-20-01-000-801), the results must be known before continuing engine operation. |
| (1) | If you suspect that the fuel filter is contaminated (Ref. Task 72-00-01-810-816), Fuel Filter Bypass Indication (Pop-Up). |
| (1) | Allow the engine to cool. Visually inspect the inlet and exhaust duct for oil. |
| (2) | Check the oil level (Ref. Task 72-00-00-640-803). |
| (3) | Remove and inspect the chip detector and strainer (Ref. Task 79-30-01-000-801 and Task 79-30-01-210-801). |
| (4) | Remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801). |
| (5) | Check the N1 rotor by manually turning the fan in the correct direction. Check for free movement and listen for unusual scraping or binding. |
| (6) | Check the N2 rotor by manually turning the AGB starter gearshaft with a suitable socket and torque wrench. Check that the maximum torque needed is 15 lb.ft. (20.3 Nm) and listen for unusual scraping or binding. |
| (7) | Do an engine calibration check (Ref. Task 71-00-00-760-812) and attach the data to the engine logbook with a description of the event. |
| (8) | Do an engine DCU data download. |
| (9) | Contact P&WC with the results of the above maintenance checks and the DCU data, so that P&WC can make a decision if the engine can continue in operation. |
| (1) | Engine(s) that are taken out of service and were not preserved as specified in the maintenance manual (Ref. Task 72-00-00-620-801) could have corrosion damage. Send the engine to an overhaul facility to inspect for corrosion. |
| (1) | Flush the oil system (Ref. Task 72-00-00-640-807). |
| (1) | Flush the oil system (Ref. Task 72-00-00-640-807). |
| (2) | Check the N1 rotor by manually turning the fan in the correct direction. Check for free movement and listen for unusual scraping or binding. If unusual noises are heard, send the engine to an overhaul facility. |
| (3) | Check the N2 rotor by manually turning the AGB starter gearshaft with a suitable socket and torque wrench. Check that the maximum torque needed is 15 lb.ft. (20.3 Nm) and listen for unusual scraping or binding. If unusual noises are heard, send the engine to an overhaul facility. |
| (4) | If the maximum torque of 15 lb.ft. (20.3 Nm) is reached before AGB starter gearshaft turns, examine and/or remove the FMU. If the AGB starter gearshaft still does not turn before the maximum torque of 15 lb.ft. (20.3 Nm) is reached, return the engine to an approved overhaul facility to be inspected/repaired in accordance with the Engine Overhaul Manual. |
| (5) | Remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801) if debris is found, do the fault isolation chart for debris in oil system (Ref. Task 72-00-01-810-831). If no debris is found replace the oil filter. |
| (6) | Start the engine and ground run up to take off power, refer to the AMM. Check that engine parameters are normal. |
| (7) | Check for chip detector indication. Remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801) if metallic debris is found, send the engine to an overhaul facility. If no debris is found, the engine can continue in service. |
| (8) | At 50 +/- 5 flight hours remove and inspect the oil filter (Ref. Task 79-20-01-000-801 and Task 79-20-01-210-801) if debris is found, do the fault isolation chart for debris in oil system (Ref. Task 72-00-01-810-831). If no debris is found, the engine can continue in service with subsequent inspections as specified in the applicable maintenance program (Ref. Task 05-20-00-210-801) |
| (1) | If the engine was not motored or started:
|
| (2) | If the engine was motored or started:
|
| (1) | Flush the oil system (Ref. Task 72-00-00-640-807). |
| (1) | The operating limits section gives the takeoff power
limits (Ref. Task 05-10-00-990-801). There is no CAS message in the cockpit
for any exceedance of these limits. The operator is required to make
sure that the engine does not exceed the takeoff power time limit
by manually pulling the TLA back. If an exceedance occurs, do the
following:
|
| (1) | If engine(s) flameout because of ingestion of deicing fluid, do a compressor wash before returning the aircraft to service (Ref. Task 71-00-00-160-807). |
| (1) | If engine vibration occurs during the flight and the
starter/generator is found to be damaged; the vibrations caused by
the damage may have also caused damage to the accessories mounted
on the engine and the fuel/oil tubes found in the starter/generator
area. Do the following checks:
|
| (1) | If the engine is operated with fuel temperature above
the maximum operating temperature, as measured by the engine EEC,
the following action is required:
|
| (1) | To ensure proper reinstallation, observe the location of each part during removal. Tag and mark all parts, clips, and brackets as to their location. |
| (2) | During removal of engine components, such as tubes, look for indications of scoring, burning or other indications of damage. Tag unserviceable parts and units for investigation and possible repair. |
| (3) | Extreme care shall be taken to prevent dust, dirt, safety cable, lockwire, nuts, washers or other foreign matter from entering the engine. It cannot be overemphasized that this precaution applies whenever work is done on the engine either on the wing or off the wing. Suitable plugs, caps, and other covering shall be used to protect all openings as they are exposed. |
| (4) | If at any time items are dropped into the engine, the dropped articles must be located and retrieved immediately. |
| (5) | Before assembling or installing any part, be sure it is thoroughly clean. |
| (6) | Safety cable, lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused. All safety cable, lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for locking purposes. Install a cotterpin so that the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over the stud or bolt and the other end down flat against the nut. Only safety cable, lockwire, and cotterpins made of corrosion resistant steel are to be used. Bushing plugs shall be safety cabled or lockwired to the assembly boss or case. Do not safety cable or lockwire the plug to the bushing. |
| (7) | Replace all gaskets, packings, and rubber parts at reassembly. Make sure that new nonmetallic parts to be installed (such as an oil seal) show no sign of having deteriorated in storage. |
| (8) | Make sure that the shelf life is not expired for parts with a shelf life. Check the expiry date shown on the part packaging or associated paperwork. |
| (9) | To protect critical areas of engine parts (such as compressor and turbine disks) against scratches and nicks, tool surfaces contacting these areas must be covered with protective material. |
| (10) | During replacement of components, note condition of any removed preformed packings. Pieces accidentally torn or cut from packings must be retrieved, regardless of size, even if this entails a systematic disassembly and cleaning of the system. Ensure that new packings are free of cuts, flashings and deformities which may be sheared off at installation. |
| (11) | When installing engine parts that require the use of a hammer to facilitate assembly or installation, use only a plastic or rawhide hammer. |
| (12) | Whenever adhesive tape has been applied to any part, the tape must be removed and the part thoroughly cleaned of all tape residue with petroleum solvent (PWC11-027) before installing into engine. Test results indicate that all tapes are capable of causing surface attack and/or reduction in tensile ductility as temperature increases. |
| (13) | If any part has been coated with corrosion preventive compounds, all traces of this compound and accumulated foreign matter must be removed prior to installation. |
| (1) | Reference numbers on “Fits and Clearances”, for applicable chapters, indicate the location of fits, clearances, and parts for which torque and spring pressures are specified. A description of, and limits for, these fits, clearances, torque and spring pressures is located by referring to a reference number, given in the text, to the same number given in the appropriate “Fits and Clearances”. In locations where no specific torque limit is given in “Fits and Clearances” the general torque recommendations are specified. |
| (1) | The terms and symbols used in “Fits and Clearances”
are explained as follows:
|
| (1) | Torque limits given in the following chapters are to
be interpreted as follows:
|
| (2) | Thread lubricant is engine oil (PWC03-001) unless otherwise specified. |
| (3) | Parts heated or cooled before assembly must be at room temperature when the final torque is applied. |
| (4) | Flange bolts must be torqued in diametrically opposed sequence. |
| (5) | Torque should be applied slowly and evenly for consistency and the best possible accuracy. |
| (6) | Torque check for reuse of self-locking fasteners as
follows:
|
| (1) | Check torque indicating devices before using, and calibrate by means of weights and a measured lever arm to make sure that there are no inaccuracies. Checking one torque wrench against another is not sufficient. Some wrenches are quite sensitive to the way they are supported during a tightening operation, and every effort must be made to adhere to the instructions furnished by the respective manufacturers. |
| (1) | All nut, bolt and screw torques should be obtained using a thread lubricant. The lubricant should be engine oil, unless otherwise specified. Torque requirements for interference fit application, such as studs and pipe plugs, may be obtained with or without lubrication, unless otherwise specified. |
| (1) | Lubricating compound (PWC06-001) should be applied to all loose-fit spline drives which are external to the engine and have no other means of lubrication. For certain assembly procedures molybdenum disulfide in either paste form (Type G) anti-seize compound (PWC06-004) or powdered form (Type Z) anti-seize compound (PWC06-004A) mixed with engine oil (PWC03-001) or grease (PWC04-001) may be used. Particular applications of molybdenum disulfide are indicated in the individual text portions of this manual, as applicable. |
| (1) | Bolts and nuts on flanges with metal tabular gaskets must be initially torqued to the required torque and then retorqued until torque values given in relevant assembly instruction remain constant. |
| (2) | The torque values given within text apply to nuts where the height of the nut is approximately equal to the major diameter of the thread. For jam nuts, refer to REMOVAL/INSTALLATION. Values do not apply to hollow bolts and screws. |
| (1) | Where self-locking nuts and helical coil inserts are
used, the following procedure applies:
|
| (1) | When tightening a castellated nut, alignment of slot must be obtained without exceeding the maximum torque. If this is not possible, replace nut with another one. After tightening nut to recommended torque, nut must not be loosened to permit insertion of safetywire or cotterpin. If slot in nut or safetywire hole in bolt or screw is not correctly aligned at the minimum torque value given, the nut, screw or bolt should be further tightened to next alignment position, but maximum torque value given must not be exceeded. Should alignment still be impossible without exceeding maximum torque, back off nut, screw or bolt one-half turn and retorque. |
| (1) | Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of all locknut threads. The chamfered section of the locknut ID does not exert force on the bolt or stud; therefore, it is not necessary that the bolt or stud be flush with, or protrude from, the outer face of the locknut. |
| (1) | When the torque required to drive a stud to the correct protrusion does not reach the minimum value given, or exceeds the maximum value given, a new stud must be selected. |
| (1) | If leakage occurs at a coupling, do not attempt to correct by overtorquing. Disassemble fitting and check for nicks, burrs and/or foreign matter. Use new parts to rectify. |
| (1) | Pre-Assembly Requirements for Cupwashers:
|
| (2) | Assembly Requirements for Cupwashers:
|
| (1) | Retaining rings must be installed using approved retaining ring pliers. Internal type rings must not be compressed beyond the point where the ends of the ring meet. External type rings must be expanded just enough to allow installation without becoming bent. After installation, ensure that each ring is completely seated, without looseness or distortion in its groove. |
| (1) | General
|
| (2) | Safety Cable Substitution: Where safety cable is specified, it may be replaced with safety wire. Use safety wire as specified in Table . |
| (3) | Basic Installation Rules:
CAUTION: DO NOT USE SAFETY CABLE IF THE HOLES ARE MORE THAN
0.100 INCH (2.54 mm) DIAMETER. THE FERRULES ON THE END OF THE CABLE
ARE 0.106 - 0.108 INCH (2.69 - 2.74 mm) DIAMETER AND WILL FALL THROUGH
HOLES LARGER THAN THIS.
|
| (4) | Installation (Ref. Fig. )
CAUTION: IT IS IMPORTANT ON THIS FINAL STROKE TO HOLD THE TOOL
AS STEADY AND PERPENDICULAR TO THE CABLE AS POSSIBLE WHILE ENSURING
THAT A FULL STROKE IS USED TO MAINTAIN A CONSISTENT TENSIONING OF
THE CABLE.
|
| (5) | Verification (Ref. Fig. )
CAUTION: DO NOT TRY TO BREAK THE SAFETY CABLE. IF THE SAFETY
CABLE MUST BE REMOVED, CUT THE SAFETY CABLE TO AVOID DAMAGE TO THE
HOLES OF THE PART.
|
| (6) | Indenter Adjustment (Ref. Fig. )
CAUTION: DO NOT ADJUST THE PUSHROD MORE THAN A QUARTER OF A
TURN AT A TIME. SEVERE ADJUSTMENTS MAY DAMAGE THE TOOL.
CAUTION: TIGHTENING THE CRIMP INCREASES REQUIRED HAND FORCES
DURING APPLICATION AND INCREASES CABLE ASSEMBLY TENSILE VALUES. LOOSENING
THE CRIMP DECREASES REQUIRED HAND FORCES DURING APPLICATION AND DECREASES
CABLE ASSEMBLY TENSILE VALUES
|
| (7) | Indenter Calibration (Ref. Fig. )
NOTE: Indenter calibration should be checked periodically and
must be checked after the nose assembly has been removed or interchanged.
NOTE: Do a pull-off load test as often as necessary to make
sure the crimp done by the crimping tool meets the necessary requirements.
|
| (8) | Maintenance of Crimp Cavity:
|
| (1) | Except where otherwise specified, the wire is heat and corrosion resistant steel wire of 0.025 inch diameter lockwire (PWC05-089). |
| (1) | Basic Rules
|
| (2) | Lockwire Hole Alignment
|
| (3) | Lockwire Twisting
|
| (4) | Lockwire Illustrations |
| (1) | A permanent type of material code designation has been adopted for use in these engines. Correct engine reassembly procedures require that particular attention be paid to the material requirements for nuts and bolts used in the hot section of the engine. In these areas, where parts must be of material which is resistant to high operating temperatures, special heat resistant alloys are employed. It is imperative that at reassembly of the engine or its components the properly coded part be reassembled in its original location, if serviceable. |
| (2) | The code system employs the use of a letter “C” for
corrosion resistant steel for normal application and “H” for heat
resistant alloys in hot section application. The stamped or embossed
letter will be followed by a number of one or more digits, such as
C1, C8, H3, and H12. Bolt code identification will usually appear
on the top of the head and nut identification on one side of the hex (Ref. Fig. ) . When the application is an AN or MS six digit part number, the
code identification “C” or “H” will be preceded by the letter “E”
as in EC3 or EH10.
NOTE: All AN or MS six digit part numbers, when manufactured
of material in the common temperature range (such as cadmium plated,
low alloy steel parts), are also coded “E” to indicate, in part, close
material quality control.
|
| (3) | The adoption of this program will make it possible for service activities to avoid the assembly of parts, with similar physical appearance, in locations which require high heat resistant parts. In this regard, it is required, at time of disassembly (removal), that all similarly coded parts be segregated so that two, or more, physically similar parts with different code numbers will not be scrambled; and so that, at subsequent reassembly (installation), the properly coded parts are replaced in their proper locations. |
| (4) | Parts from several engines should not be scrambled at disassembly (removal) and cleaning, because, at the time of engine manufacture, production requirements may necessitate one or more material substitutions in a block of engines. Subsequent engine reassembly with indiscriminate scrambling of hardware, may result in unnecessary confusion in sorting these parts for proper reassembly. |
| (5) | Unified Controlled Radius Root “J” Threaded Bolts feature full root radius for external threads with increased minor internal threaded diameter. “J” threads ensure greater fatigue life, improved stress relaxation characteristics and show improvement in tensile strength over previous designs. This thread form is used extensively throughout engines. Engine bolts having “J” threads appear just like items threaded with conventional threads. |
| (1) | Submit particle to an approved P&WC laboratory for analysis. |
| (1) | Marking of engine parts, assemblies, or weldments shall be applied so as to ensure maximum legibility and durability of mark but in a manner that will not affect function or serviceability of part. Only applicable Pratt & Whitney Canada marking methods shall be used. |
| (2) | Except where otherwise specified, reidentification of parts shall be accomplished adjacent to, or in a location similar to that of, original marking. |
| (3) | All marking characters, unless otherwise specified, shall be 0.060 to 1.160 inch (1.52 - 4.06 mm) high. In special cases, when marking area is governed by size or configuration of part, characters not less than 0.016 (0.041mm) inch nor more than 0.250 inch (6.35mm) in height are permitted. |
| (4) | Electric-arc scribing, particularly hand arc scribing, whereby characters are produced by action of an electric arc between surface and an electrode (scriber), has been found unsuitable for jet engine parts and must not be used. |
| (5) | Acid etching, whereby characters are formed by action of an acid on surface of part, is not recommended because of its possible corrosive effect. |
| (6) | Do not use Soapstone to mark engine parts. |
| (1) | General
|
| (2) | Applied Marking Methods
CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES.
|
| (1) | General
CAUTION: LEAD AND/OR METALLIC PENCILS, OR ANY TEMPORARY MARKING
METHOD LEAVING A DETRIMENTAL DEPOSIT OF CARBON, ZINC, COPPER, LEAD,
OR SIMILAR RESIDUE WHICH MAY CAUSE A REDUCTION IN FATIGUE STRENGTH
AS A RESULT OF CARBURIZATION OR INTERGRANULAR ATTACK WHEN THE PART
IS SUBJECTED TO INTENSE HEAT, SHALL NOT BE USED.
|
| (2) | Applied Marketing Methods
CAUTION: DO NOT USE ELECTROLYTIC ETCH METHOD OF MARKING ON ANODIZED
SURFACES.
|
| (3) | Ink Marking
|
| (4) | Marking Materials, Hot and Cold Section Engine Parts
|
| (5) | Marking Materials, Cold Section Engine Parts Only
|
| (6) | Marking Materials, Hot Section Engine Parts Only. Use layout dye (lightly applied) to mark parts which are directly exposed to engine gas path such as turbine blades and disks, turbine vanes, and combustion chamber liner. |
| (1) | Prior to installation, new o-ring type preformed packings must be coated with a thin film of engine oil (PWC03-001) unless otherwise specified. |
| (1) | To ensure proper reinstallation, tag and mark all parts, clips, and brackets as to their location. |
| (2) | During removal of tubes or engine parts look for indications of scoring, burning or other undesirable conditions. To facilitate reinstallation, observe the location of each part during removal. Tag unserviceable parts and units for investigation and possible repair. |
| (3) | Extreme care shall be taken to prevent dust, dirt, lockwire, nuts, washers or other foreign matter from entering the engine. It cannot be overemphasized that this precaution applies whenever work is done on the engine either on the wing or off the wing. Suitable plugs, caps, and other covering shall be used to protect all openings as they are exposed. |
| (4) | If at any time items are dropped into the engine, the assembly process must stop until the dropped articles are located, even though this may require a considerable amount of time and labor. Before assembling or installing any part, be sure it is thoroughly clean. |
| (5) | Lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused. All lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for locking purposes. Install a cotterpin so that the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over the stud or bolt and the other end down flat against the nut. Only lockwire and cotterpins made of corrosion resistant steel shall be used. Bushing plugs shall be lockwired to the assembly boss or case. Do not lockwire the plug to the bushing. |
| (6) | Replace all gaskets, packings, and rubber parts at reassembly. Make sure that new nonmetallic parts to be installed (such as an oil seal) show no sign of having deteriorated in storage. |
| (7) | To protect critical areas of engine parts (such as compressor and turbine disks) against scratches and nicks, tool surfaces contacting these areas must be covered with protective material. |
| (8) | When installing engine parts that require the use of a hammer to facilitate assembly or installation, use only a plastic or rawhide hammer. |
| (9) | Whenever adhesive tape has been applied to any part, the tape must be removed and the part thoroughly cleaned of all tape residue with petroleum solvent prior to being subjected to high temperature during engine run. Test results indicate that all tapes are capable of causing surface attack and/or reduction in tensile ductility as temperature increases. Do not leave tape or tape residue on engine parts. |
| (10) | If any part has been coated with corrosion preventive compounds, all traces of this compound and accumulated foreign matter must be removed. |
| (1) | Remove fittings from engine lines or accessory units. |
| (2) | Remove preformed packings from fittings and discard. |
| (1) | Remove fittings from engine lines or accessory units.
NOTE: Before removal, mark angular position of fitting on engine
or unit.
|
| (2) | Remove preformed packings, packing retainers (back-up rings) and discard. Discard jam nuts from fittings. |
| (1) | Lubricate new preformed packing with light film of engine oil (PWC03-001) or fluid to be used in line. |
| (2) | Install preformed packing on fitting and screw fitting in boss or flange, as applicable. |
| (3) | Tighten fitting in boss and torque to value detailed in relevant assembly instruction. |
| (4) | Install jam nut on flange mounted fittings and torque jam nut to recommended value (Ref. Table . |
| (1) | Lubricate new preformed packings, packing retainer (back-up ring) and thread of elbow fitting with light film of petrolatum (PWC06-002) or fluid to be used in the line. |
| (2) | Assemble jam nut, new packing retainer and preformed packing on elbow fitting, pressing packing retainer into counterbore of jam nut. |
| (3) | Turn jam nut down elbow fitting until preformed packing is seated in non-threaded annulus of fitting. |
| (4) | Turn jam nut outward until preformed packing is pushed firmly against first lower thread of fitting. |
| (5) | Install elbow fitting into boss on unit, allowing jam nut to turn with fitting until preformed packing contacts boss mating face. This point will be recognized by increase in torque. |
| (6) | With fitting in this position, hold jam nut stationary
and turn elbow fitting into boss a further 1 1/2 turns.
NOTE: From this position the elbow fitting may be further turned
inward to a maximum of one turn to facilitate alignment of fitting.
Should the fitting tighten in the jam nut before completion of initial
1½ turns or during final alignment, the jam nut may be allowed to
turn with the fitting for the remainder of the distance.
|
| (7) | With elbow fitting in correct alignment position, tighten
jam nut and torque to recommended torque (Ref. Table .
NOTE: Metal-to-metal contact between jam nut and boss must be
obtained without exceeding recommended torque and there must be no
extrusion of preformed packing or packing retainer.
|
| (1) | A close and complete inspection is important to prolong engine life and give maximum performance. Check for loose or missing parts and inspect any engine part or component that has been worn or damaged. Damage to engine parts may result from improper clearance, lack of lubrication, undesired movement of parts which are bolted, pressed together, overloaded, uneven load distribution, heat, shock, extension of minor damage such as scratches, tool marks, grinding cracks, nicks, etc. Damage to engine parts may also result from presence of foreign matter such as grit, chips, moisture, chemicals, etc., or from incorrect techniques during removal and installation. |
| (2) | While it is frequently possible to repair a damaged part so that it may be safely reinstalled, it is important that the cause of the damage be determined and corrected if possible. Otherwise more serious consequences may result. Some of the physical conditions most commonly encountered during inspection of engine parts are listed in Table . |
| (1) | Inspect parts for alignment, distortion, foreign matter,
looseness, out-of-roundness, sharp edges, scratches, taper, warping
and wear. Additionally, check the following:
|
| (1) | If a micrometer or vernier is to be used, check gage for accuracy before making measurement. Ensure that contacting surfaces are clean and contacting faces of part to be measured are free of dirt and burrs. When using depth gages, ensure anvil is held tight and square against part to be measured. |
| (2) | If a dial indicator is used, ensure indicator base is anchored firmly and that any swivel connections are tightened securely. |
| (3) | When taking measurements with feeler gages, ensure final size of feeler is a reasonably snug fit. |
| (1) | When determining the condition of engine fuel, oil lubrication
and pneumatic systems, removed filters must be inspected for condition,
contamination and other defects before the application of any allowable
cleaning procedures. Clogged filters could be cause for downstream
low pressure in systems.
NOTE: Other engine components will normally be cleaned prior
to carrying out inspection procedure.
|
| (1) | Inspect weld repair for quality, uniformity, undercutting, cracking and flux removal. Welds must be blended into adjacent metal in gradual, smooth curves. Welds must be sound, clean, free from foreign material, and from internal and external defects which would adversely affect strength of weld. |
| (2) | Nominal welds (those not requiring finishing) must exhibit bead conditions as shown in Figure , detail A. Finished welds must exhibit bead conditions as shown in detail B. |
| (1) | Cracks - Cracked tubing must be replaced. No repair is permitted. |
| (2) | Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch must be blended out. Replace tubing with scratches over 0.005 inch deep. |
| (3) | Nicks - Individual nicks up to 0.062 inch long by 0.010 inch wide and 0.003 inch deep can be ignored. Nicks to a maximum depth of 0.005 inch must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch deep. |
| (4) | Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable. |
| (5) | Pitting - Minor isolated pitting up to 0.003 inch deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch. Tubing must be replaced if pitting exceeds 0.005 inch deep. |
| (6) | Corrosion - Staining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil. |
| (1) | Inspect components in accordance with the criteria specified in the relevant Chapter/Section/Subject. |
| (2) | Any observed conditions not defined in this manual are not acceptable for repair. |
| (3) | Evaluation of the surface should take into consideration the need for repairs and the limits to which repairs may be made to determine the suitability for continued use of the component. |
| (4) | Unrepairable components shall be quarantined to prevent further use. |
| (5) | It is important to have suitable lighting. The minimum recommended illumination for close and difficult inspection is 100 foot-candles measured at the inspection table top. |
| (6) | Unless otherwise specified, magnification shall not be used. A magnification of 3 to 4X may be used as an aid to evaluate and confirm an observed condition in detail. |
| (1) | Gas turbine cleaning can be categorized into two broad areas, namely specific parts cleaning and field cleaning (i.e. compressor washing). |
| (2) | Specific parts cleaning is primarily to remove contaminants which might conceal minor cracks and other defects which, if not detected, could eventually lead to failure of a component or part. Engine components or parts should be cleaned only as necessary to perform required inspection and repair. Overcleaning of components or parts is unnecessary and should be avoided. The cleaning methods given in the following text are adequate for all maintenance levels. For compressor washing methods, refer to Task 71-00-00-160-801. |
| (1) | Prior to engine disassembly, ensure that the work area is clean. |
| (2) | Benches on which engine parts are placed must be clean and free from grit, metal fillings, etc., which may contaminate engine oil systems, fuel systems or hardware. |
| (3) | Clean plastic bags should be available in which oil system and fuel system parts may be stored until ready for reassembly. |
| (4) | Clean plastic caps or covers should be used to protect exposed tubes or bearing areas. |
| (5) | At reassembly ensure that all parts are clean and new packings installed. |
| (1) | Wear rubber gloves, apron or coveralls and face shield or goggles, when working with solvents. |
| (2) | Use the least toxic of available cleaning materials which will satisfactorily accomplish work. |
| (3) | Perform all cleaning operations in a well ventilated work area. |
| (4) | Ensure that adequate and usable fire fighting and safety equipment is conveniently located and available to all personnel. |
| (5) | Do not smoke or expose a flame within 50 feet of cleaning area. |
| (6) | Do not use steel brushes for any cleaning operation except when specifically detailed within this manual. Use a stiff bristle fiber brush. |
| (1) | Surface to be welded must be free from protective coatings, dirt, grease, oil and other contaminants, and as free as practicable from oxide formation. Wire brushes and abrasives may be used to remove protective coatings and oxides, except that the final step in removing oxides from aluminum alloys preferably should consist of chemical treatment immediately prior to welding. Wire brushes, when used for cleaning corrosion-resistant alloy, must have bristles of austenitic, corrosion-resistant steel. No undesirable deposit or residue must remain on surface to be welded after cleaning operation. |
| (1) | Use suction air to remove metal particles on repaired components. |
| (2) | Use a clean soft cloth, dampened with petroleum solvent (PWC11-027) or equivalent to remove polishing compound residue and other foreign material particles. |
| (1) | This task describes the procedure for cleaning components
with an aqueous cleaner when it is possible to trap solvent in the
component.
NOTE: The aqueous cleaner is used on all parts (except bearings)
to remove light oils, grease, fingerprints, dust, and soot for dimensional/visual
inspection, assembly, and test.
|
| (1) | Remove the engine cowlings as necessary. Refer to the AMM. |
| (2) | Remove the component from the engine and place it on a clean, dry bench. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
PWC11-069
|
Cleaner, Aqueous
|
|
PWC11-069A
|
Cleaner, Aqueous
|
|
PWC11-069B
|
Cleaner, Aqueous
|
|
PWC11-069C
|
Cleaner, Aqueous
|
| (1) | Spray or wipe the component with the aqueous cleaner (PWC11-069), aqueous cleaner (PWC11-069A), aqueous cleaner (PWC11-069B), aqueous cleaner (PWC11-069C).
NOTE: If necessary, use a soft non-metallic brush or pad to
help clean the part.
|
| (2) | Wipe the component dry with a clean cloth. |
| (1) | Remove all tools, equipment and unnecessary items from the work area. |
| (2) | If applicable, install the component on the engine. |
| (3) | Install the engine cowlings as necessary. Refer to the AMM. |
| (1) | This task describes the procedure for component electrical connectors after their removal from the engine. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Local Purchase
|
Brush, Soft Bristle
|
|
Part Number
|
Name
|
|---|---|
|
PWC05-256
|
Enhancer, Electrical Contact
|
|
PWC11-012
|
Acetone
|
|
PWC11-014
|
Alcohol, Isopropyl
|
|
PWC11-036
|
Cleaner, Contact, Preservative and Conditioner, Aerosol
|
|
PWC11-041
|
Cleaner, Degreaser,
|
| (1) | Use a spray or a bristle brush to apply cleaner (PWC11-041) or isopropyl alcohol (PWC11-014) to the electrical contacts. |
| (2) | Dry the connectors with dry, filtered compressed air. |
| (3) | Use a spray or a brush to apply solvent (PWC11-036) to the electrical contacts. |
| (4) | Connect and disconnect the plug and socket two or three times to clean the contacts. |
| (5) | Use a spray or a brush to apply cleaner (PWC11-041) or isopropyl alcohol (PWC11-014) to the electrical contacts. |
| (6) | Dry the connectors with dry, filtered compressed air. |
| (7) | Hold the connector in a vertical position, apply a small
amount of the electrical
contact enhancer (PWC05-256) into the contact socket or on the
contact pins as follows:
|
| (8) | Put a protective cap of appropriate size on the electrical connector if the connector is not to be installed immediately. Protective caps can be selected from the Illustrated Parts Catalog. |
| (1) | Remove all tools, equipment and unnecessary items from the work area. |
| (2) | If applicable, install the component on the engine. |
| (3) | Install the engine cowlings as necessary. Refer to the AMM. |
| (1) | The primary purpose of repair is to enable a component or engine part to be reworked to a condition which will provide safe operation. Approved repair schemes are detailed in the relevant sections of this manual using the various consumables listed in INTRODUCTION. |
| (1) | A tungsten inert gas fusion welding process must be used when repairing cracks in engine parts. Argon or helium gas may be used in inert gas welding; however, argon is preferred by Pratt & Whitney Canada because its greater density reduces its rate of diffusion with the atmosphere. |
| (2) | Inert gas welding is a gas arc welding process which uses inert gas to protect the weld area from the surrounding atmosphere. The heat necessary for welding is provided by a very intense electric arc which is struck between a non-consumable thoriated tungsten (PWC05-147) (tungsten and thorium alloy) electrode and the metal part. On repairs where a filler material is required, a welding rod, of appropriate material, is fed into the weld area and melted with the base metal in the same manner as in conventional gas welding. |
| (1) | The following equipment is required for the inert gas
welding process:
WARNING: IF AN OXYGEN REGULATOR IS USED WITH ARGON GAS, DO NOT
REINSTALL REGULATOR ON AN OXYGEN CYLINDER. ARGON GAS IS NOT FREE FROM
OIL AND THE POSSIBILITY EXISTS OF AN EXPLOSION CAUSED BY PRESENCE
OF OIL IN THE REGULATOR.
|
| (1) | Refer to Task 70-00-00-100-801. |
| (1) | Welding must be carried out only by certified personnel.
|
| (1) | Refer to Task 70-00-00-100-801. |
| (1) | Components which are not highly stressed may be repaired by fusion welding. If is possible to partially restore the original properties of such welded parts through use of local heat treatment. The localized heat may be applied by neutral flame of an oxyacetylene torch. Extend the stress relief one inch minimum beyond the welded area. After the desired heat has been applied to the part for the correct length of time, reduce temperature of part gradually. |
| (1) | Refer to STANDARD PRACTICES - INSPECTION. |
| (1) | Blend repair using carborundum stones. |
| (2) | Polish blended area using crocus cloth (PWC05-061). |
| (3) | Blend all repairs and finish smoothly. |
| (4) | Lines, scratches, or sharp edges which may cause a concentration of stress are not permitted. |
| (1) | Remove unserviceable insert using an approved extraction tool. |
| (2) | Clean out hole and ensure swarf and other foreign matter is removed. |
| (3) | Using new helical coil insert, install insert into threaded hole using insert installation tool. Insert outer thread must be between one and one-half threads below surface of hole or counterbore, whichever applies. |
| (4) | Cut off driving tang at notch using approved tang removal tool and remove tang from holes. |
| (5) | Inspect repaired hole. |
| (1) | General
CAUTION: BEFORE INSTALLING NEW STUDS, REFER TO APPLICABLE ILLUSTRATED
PARTS CATALOG, FOR APPROVED LOCATIONS AND PART NUMBERS.
|
| (2) | Replacement of a Damaged Stud |
| (1) | Ensure damaged hole is suitable for stud replacement. |
| (2) | Measure core depth of existing hole. |
| (3) | Select relevant size drill and drill hole to depth measured |
| (4) | Using relevant special tap, thread hole one thread deeper then insert to be fitted. |
| (5) | Where applicable, counterbore hole to required angle and depth. |
| (6) | Clean out hole and ensure freedom from metal chippings and other foreign matter. |
| (7) | If part being repaired is magnesium, treat tapped hole
with chrome pickle touch-up solution as follows:
|
| (8) | Using appropriate size helical coil insert, install insert into repaired stud hole. |
| (1) | Equipment Required
|
| (2) | Procedure (Ref. Fig. )
CAUTION: AVOID DAMAGE TO FLANGE.
|
| (3) | Remove shanknut using a parallel pin punch at drilled end to shear weakened flare, and retrieve the case. |
| (4) | Install new shanknut and hold against flange. |
| (5) | Lightly lubricate tapered portion of shanknut spreader with engine oil (PWC03-001) and screw into shanknut until shank end is flared against flange. |
| (6) | Remove shanknut spreader and examine flared end of shanknut for correct forming with no evidence of deformation or cracks. |
| A. | This section contains information for engine on-wing ground operation. Checks and adjustment/test procedures verify the integrity of installed/replaced items. Precautions are given for safety of personnel and avoidance of engine damage and should be observed (together with appropriate precautions listed in the relevant airframe manufacturer's manual) before and during engine ground running. Detailed information given on engine test data, overtemperature, overspeed, and engine ground run Operating Limits are tabulated. Ground running is subdivided into four main checks |
| B. | The operating procedures contained in this section are based on Pratt & Whitney Canada supplied items; no attempt has been made to cover airframe supplied items for the many possible variations in installation. Likewise the performance curves are based on the uninstalled engine. Thus, for up-to-date technical accuracy and performance checks, the power plant section of the applicable Airframe Maintenance Manual takes precedence and reference must be made to it. |
| (1) | Great care must be taken, when handling or working on turbine powered aircraft, to avoid injury to personnel and damage to property and engine. Areas of extreme danger are the air intake and exhaust jet wake. |
| (1) | The air intake is capable of generating sufficient suction to pull a person into the intake ducting. The potential danger of this suction cannot be over-emphasized; in an idling engine it may be sufficient to cause ingestion of eyeglasses, small tools, rags and small objects in general. |
| (1) | The exhaust jet wake must be approached with extreme caution as extensive damage can be incurred from the high temperature and high velocity gases. At high engine speeds, the jet wake may propel loose dirt, sizeable stones, sand and debris over a considerable distance. The high temperatures in the wake are sufficient to deteriorate asphalt, and for this reason concrete is recommended for run-up areas. |
| (2) | Occasionally, when starting a jet engine, an accumulation of fuel in the exhaust tail pipe is blown out as long streams of flame. Personnel should observe proper fire precautions and move all flammable material to a safe distance. |
| (3) | Exposure to gases in the jet wake should be avoided. Failure to do so may result in respiratory irritations and a burning sensation in the eyes. Particular care should be taken to avoid exposure to gases in confined spaces where the gas concentration may be high. |
| (1) | After engine operation, work that requires contact with the exhaust tailpipe should not be carried out for at least one-half hour. Heat resistant gloves must be worn, should work in this area be required immediately after shutdown. |
| (1) | All jet fuels and lubricating oils have an injurious effect on the skin. Precautions must be taken to avoid contact as much as possible. |
| (1) | Symbols have been designated for the working variables
used in connection with engine testing. The symbols, referenced to
various stations within the engine, and their meaning are described
as follows:
NOTE: Θand δ are ratios of absolute values.
|
| (1) | Instrument accuracy may vary with time. If engine performance numbers change, instrument accuracy should be checked based on the applicable section of the AMM. |
| (1) | Refer to Task 05-10-00-990-801. |
| (1) | The engine data plate is located on the AGB. The following
information is included on the engine data plate:
|
| (2) | The engine trim data plate is located below the engine
data plate on the AGB. Interpret the information as follows:
|
| (1) | Solubility of water in fuel diminishes with reducing temperatures resulting in water fuel separation, with the water tending to accumulate at the lowest level of tank, system of affected component. Further temperature reduction or continued cold soaking of the engine causes formation of ice particles which may partially block the fuel system filters, thus reducing fuel flow. In extreme conditions total blockage of the strainer(s) may occur, indicated by a marked reduction or complete loss of fuel flow to the engine. The application of heat to engine and fuel system components will prevent or remedy such instances. |
| (2) | Similar conditions of ice formation can exist in the engine lubrication system due to condensation in the tank or engine case area. Shutting down a hot engine in low ambient temperature conditions, followed by a cold soak in the open, will certainly increase the probability of ice formation in both fuel and lubrication systems. |
| (1) | No special precautions or procedures are required for engine starting during hot weather. |
| (1) | Table 501 lists ground checks to be completed following
replacement or repair of major components, HSI or engine replacement.
|
| (1) | In the event of an internal engine fire, as indicated by the nacelle fire warning system, refer to procedures in the Aircraft Flight Manual. |
| (1) | In the event of an external engine fire, as indicated by the nacelle fire warning system, refer to procedures in the Aircraft Flight Manual. |
| (1) | Electrical Power - ON |
| (2) | Thrust Lever Angle - IDLE. |
| (3) | Ignition Switch - OFF. |
| (4) | Fuel Pump - AUTO or ON (To provide lubrication for engine driven fuel pumping elements). |
| (5) | Engine Starter Switch - START then RUN. |
| (6) | The FADEC will automatically stop the dry motoring cycle after 30 seconds. Observe starter limits (Refer to the Aircraft Flight Manual). |
| (7) | Engine Starter Switch - STOP. |
| (8) | Electrical Power - OFF. |
| (9) | Allow required cooling period for the starter before any further starting operation is attempted (Refer to the Aircraft Flight Manual). |
| 1. | A Wet Motoring Run is used to prime the engine fuel system. |
| 2. | A Wet Motoring Run should be followed by two Dry Motoring Runs. |
| 3. | It is recommended that a Wet Motoring Run be done before starting the engine if maintenance work has been done on the engine fuel system since the previous start, followed by two Dry Motoring Runs. |
| (1) | Electrical Power - ON. |
| (2) | Thrust Lever Angle - IDLE. |
| (3) | Engine Starter Switch - STOP. |
| (4) | Open ignition circuit breakers. |
| (5) | Ignition Switch - AUTO. |
| (6) | Fuel Pump - AUTO or ON. |
| (7) | Engine Starter Switch - START then RUN. |
| (8) | Monitor N2, fuel flow, fuel pressure and oil pressure during wet motoring. |
| (9) | Since the EEC cannot distinguish between a wet motoring cycle and a normal start, an abort start indication will occur if the wet motoring cycle lasts more than 15 seconds. This is normal operation. Observe the starter limits (Refer to the Aircraft Flight Manual). |
| (10) | Engine Starter Switch - STOP. |
| (11) | Electrical Power - OFF. |
| (12) | Allow the required cooling period for the starter before any further starting operation is attempted (Refer to the Aircraft Flight Manual). |
| (13) | Do two Dry Motoring Runs. |
| (1) | Electrical Power - ON. |
| (2) | Thrust Lever Angle - IDLE. |
| (3) | FADEC Fault Indication - CHECK |
| (4) | Fuel Pump - AUTO or ON. |
| (5) | Fuel Inlet Pressure Indicators - Check normal operating limits (Refer to the AMM). |
| (6) | Unnecessary accessory loads - OFF. |
| (7) | Engine Bleed Air - OFF. |
| (8) | Do the engine start procedure (Ref. Task 71-00-00-760-810). |
| (1) | Do the Prestart Checks (Ref. Task 71-00-00-760-809). |
| (2) | Ignition - AUTO or ON. |
| (3) | Thrust Lever Angle - IDLE. |
| (4) | Engine Starter Switch - STOP to START then RUN. |
| (5) | Monitor ITT and observe that the engine accelerates normally to Ground Idle (54% N2). |
| (6) | Engine Oil Pressure Indicator - check normal operating limits (Ref. Task 05-10-00-990-801). |
| (7) |
In the event of an Auto Start Abort, proceed as follows:
CAUTION: THE ENGINE MAY BE ACCELERATED ONCE A STABLE GROUND
IDLE HAS BEEN ACHIEVED, BUT IF THE ENGINE HAS BEEN OPERATED ABOVE
GROUND IDLE DURING THE PRIOR 30 MINUTES, REMAIN AT GROUND IDLE FOR
AT LEAST 2 MINUTES AFTER ROUTINE ENGINE STARTS, TO REDUCE THE POTENTIAL
OF TURBINE BLADE RUB.
|
| (1) | To protect the fuel pump, the engine fuel system should be shut off before or at the same time as the aircraft fuel supply (Refer to the AMM). |
| (2) | Thrust Lever Angle - IDLE. |
| (3) | Engine START/STOP switch - STOP. |
| (4) | Electrical Power - OFF. |
| (1) | This task gives the procedure for doing an engine calibration ground run. |
| (2) | Upon initial installation of a new, spare or overhauled engine, a ground calibration run (Task 71-00-00-760-812) must be done to establish the relationships between N1, N2 and ITT on the installed engine. |
| (3) | A ground calibration run must be completed and compared to the reference charts after hot section inspection (HSI), LP compressor rotor (fan) replacement or fan repair. |
| (4) | The curves obtained from the calibration run shall be
regarded as reference charts which must be used to assess the engine's
performance at subsequent ground checks.
NOTE: It is necessary to do an accurate calibration check to
make sure that future engine ground checks provide meaningful data.
|
| (5) | Data on engine operating performance is to be read from the aircraft cockpit instruments. |
| (1) | Prepare to do an engine ground calibration run for new,
spare or overhauled engines to obtain calibration curves as follows:
|
| (2) | Do the engine Prestart procedure (Ref. Task 71-00-00-760-809). |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Do the engine start procedure (Ref. Task 71-00-00-760-810). |
| (2) | Check for engine fault / maintenance messages or indications on the aircraft maintenance display (Refer to the AMM). Record fault codes on a copy of EEC Fault Code Data Sheet, Fig. ). To review the Fault Codes, refer to Task 72-00-02-810-801. |
| (3) | Make sure all accessory loads are OFF. |
| (4) | Make sure Cabin Bleed and Anti-icing Bleeds are selected OFF. |
| (5) | Obtain the following operating parameters from the cockpit
instruments and record the values on the Engine Calibration Run Data
Sheet (Ref. Fig. ):
NOTE: Record fuel flow from cockpit instrumentation.
|
| (6) |
Re-adjust the throttle, and record the six operating parameter
values listed above on the Engine Calibration Run Data Sheet at each
of the six following power settings:
NOTE:
|
| (7) | Do the engine shutdown procedure after the ground calibration run has been completed (Ref. Task 71-00-00-760-811). |
| (8) | Convert observed N1, N2 and ITT data to corrected data
as follows (Ref. Table):
NOTE: The values in Table are conversion factors created for convenient
computation of corrected ITT.
|
| (9) | Record the corrected N1, N2 and ITT values on the Engine Calibration Run Data Sheet (Ref. Fig. ). |
| (10) | Plot the corrected data as follows using the values
recorded on the Engine Calibration Run Data Sheet (Ref. Fig. ):
NOTE: If it is not possible to plot the final N1 conditions
on the plot axes provided due to high or low ambient temperatures,
use the remaining usable conditions only.
|
| (11) | If excessive scatter is apparent after the data has been plotted, check conversion calculations. If no errors, repeat the ground run at the applicable engine power setting(s). |
| (12) | Performance points plotted on Figure and Figure are for comparison purposes with data from the same engine taken at different flight hour times. Review of the data over a period of time can allow determination of deterioration or unresolved issues with the installation. Contact the P&WC Customer Support Help Desk for further assistance (Ref. INTRODUCTION). |
| (1) | Keep the completed Engine Calibration Run Data Sheet and the plotted Engine Calibration and Performance Check Curves with the engine logbook for future reference. |
| (2) | Do the Power Assurance Check, if required (Ref. Task 71-00-00-760-813). |
| (1) | This task gives the procedure for doing the engine Power Assurance Check. |
| (2) | A performance check is to be done after completion of
work on gas path components as required by Major Component Repair/Replacement
(Ref. Task 71-00-00-760-804), or the engine performance deterioration fault isolation procedure.
Record the required, observed and calculated parameters on the Power
Assurance Test Data Sheet, (Ref. Fig. ).
NOTE: The power assurance test will determine if an engine will
develop take-off power within N2 and ITT limits up to the maximum
Tamb and altitude for which the engine is certified. Operators should
use this information to schedule engine maintenance activity.
NOTE: To make sure the engine can supply the necessary power,
margins must not have negative values.
|
| (1) | Make a copy of the Power Assurance Test Data Sheet, Figure to use during the ground run. |
| (2) | Make sure the instrumentation is functioning correctly and has been accurately calibrated per the applicable AMM. |
| (3) | Position the aircraft into the wind and away from the influence of buildings or other obstacles and ensure the wind speed is less than 25 knots with N1 fluctuation remaining below ±0.5%. |
| (4) | Do the engine prestart procedure (Task 71-00-00-760-809). |
| (5) | Obtain the local ambient temperature (Tamb) in °C from the airport tower. |
| (6) | Obtain the local pressure altitude in feet from the aircraft cockpit instruments (Refer to the AMM) or from the airport tower. |
| (7) | Record the local tamb and pressure altitude values on the Power Assurance Test Data Sheet, Figure . |
| (8) | Record the ITT trim and N1 trim values stamped on the engine trim data plate (Ref. Task 71-00-00-760-802) onto the Power Assurance Test Data Sheet, Figure . |
| (9) | Refer to Task 71-00-00-760-812 Check No. 4 - Engine Calibration (Five Point Calibration) Figure, Power Assurance Test Chart - N1 vs Ambient Temperature to obtain the target N1% at TO power with all bleeds off for the tamb and pressure altitude recorded during the Power Assurance Check. Record the target N1 value on the Power Assurance Test Data Sheet, Figure . |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Do the engine start procedure (Ref. Task 71-00-00-760-810).
NOTE: Do not open any of the bleeds.
|
| (2) | Check for EEC fault indications (Refer to the AMM). Record fault codes on a copy of EEC Fault Code Data Sheet, Figure ). To review the EEC Fault Codes (Ref. Task 72-00-02-810-801). |
| (3) | Make sure all accessory loads are OFF. |
| (4) | Advance the thrust lever to the TO detent. Allow the engine rpm to stabilize for a recommended minimum of three minutes. Check that the engine N1 value is within ±0.5% of previously recorded target N1 value. |
| (5) | Record the following operating parameter values:
NOTE: The Tamb and Pamb values recorded during the Job Setup
may have changed.
|
| (6) | If desired, do the engine shutdown procedure (Ref. Task 71-00-00-760-811). |
| (7) | If the recorded N2 and/or ITT values are close to or at the limits Engine Performance Deterioration (Ref. Task 72-00-01-810-801). |
| (1) | Determine target N1: |
| (2) | Sample engine recorded parameters at T/O power with
all bleeds OFF:
|
| (3) | Calculate the difference (Δ) between maximum N2 and
ITT, and recorded N2 and ITT:
|
| (1) | Keep the completed Engine Calibration Run Data Sheet and the plotted Engine Calibration and Performance Check Curves with the engine logbook for future reference. |
| (1) | This task gives the procedure for checking the engine main oil pressure (MOP). |
| (1) | Not applicable. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
| (1) | Do the prestart checks (Ref. Task 71-00-00-760-809). |
| (2) | Start the engine (Ref. Task 71-00-00-760-810). |
| (3) | Position the aircraft into the wind. |
| (4) | Operate the engine at GROUND IDLE speed for two minutes minimum and allow engine oil temperature to stabilize. |
| (5) | Advance the power lever to achieve target TAKEOFF power. Record MOP and MOT when stabilized. Do not exceed three minutes at TAKEOFF power. |
| (6) | Move the power lever to achieve GROUND IDLE speed and allow the engine to stabilize for two minutes. |
| (7) | Shut the engine down (Ref. Task 71-00-00-760-811). |
| (8) | The recorded MOP value must be within the limits shown
on Figure :
|
| (1) | This task gives the procedure for adjusting the engine main oil pressure. |
| (1) | Remove the engine cowlings as necessary. Refer to the AMM. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
| (1) | Loosen the two bolts
(1) so that the flange (3) can be lifted off the
cover (4).
NOTE: It is not necessary to remove the flange
(3) to do the MOP adjustment.
|
| (2) | Turn the hexagonal nut on the cover
(4) clockwise CW to increase the engine oil pressure or counter-clockwise
CCW to decrease the engine oil pressure.
NOTE: The cover (4) has 24 tangs
(2), partially visible through the slots
in the flange (3). A rotation of one
tang changes the engine oil pressure by approximately 3.6 psi.
|
| (3) | If a new cold start valve was installed, make sure that the nominal setting procedure was done (Ref. Task 79-20-05-400-801. |
| (4) | Engage the slots in the flange (3) with the tangs (2) of the cover (4) at the desired MOP setting. |
| (5) | Torque the two bolts (1) to 36 to 40 lb.in. to secure the flange to the oil pump. |
| (6) | Do the Engine MOP Check to confirm that MOP is within the limits shown on Figure (Ref. Task 71-00-00-760-814). |
| (1) | This task is used to adjust engine N1 and ITT trims, utilization information and engine serial number. |
| (2) |
This procedure may be used:
NOTE:
|
| (3) | If replacing both the EEC and the DCU at the same time, a special procedure is required prior to performing this procedure. Contact P&WC to perform the procedure. |
| (4) | There are two methods available to complete this procedure:
|
| (1) | Install a new DCU. Refer to Task 77-40-01-400-801. |
| (2) | Make sure the aircraft system and engine EEC are powered and communicating. Refer to the AMM. |
| (3) | Make sure the aircraft has ON GROUND status. |
| (4) | Make sure the engine has been shut down and is not operating. |
|
Part Number
|
Name
|
|---|---|
|
PWC40549
|
DCU Cable with External Power
|
|
PWC67792
|
|
|
PWC90012
|
Pliers
|
|
PWC67792
|
|
|
PWC90012
|
Pliers
|
|
Part Number
|
Name
|
|---|---|
|
3074497
|
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM)
Kit
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | METHOD 1 (Using cable (PWC40549):
|
| (2) | METHOD 2 (Using DPHM Kit (3074497):
|
| (1) | This task is to verify the N1 and ITT engine trims after engine replacement, EEC replacement and/or DCU replacement. |
| (2) | There are two methods available:
|
| (1) | Aircraft must be "ON GROUND" status. |
| (2) | Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM. |
| (3) | Engine must be shutdown (not running). |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
3074497
|
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM)
Kit
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | METHOD 1: Do the Engine Trim Verification using the
aircraft avionics. Refer to the AMM for procedure.
NOTE: Engine trims are available on the Aircraft Avionics ENGINE
MAINTENANCE PAGE.
|
| (2) | METHOD 2: Do the Engine Trim Verification using the Ground Based Software (part of DPHM Kit P/N 3074497). |
| (1) | This task describes how to download the engine DCU data which can be used for remote analysis by maintenance personnel, advanced diagnostics or to download ECTM data as a backup to the primary. |
| (2) | To download the engine DCU data, get access to the engine compartment and connection directly to the DCU. |
| (3) | If the DCU is unserviceable and cannot be interrogated, then the EEC may be interrogated (Ref Task 71-00-00-760-819). |
| (1) | Aircraft must be "ON GROUND" status. |
| (2) | Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM. |
| (3) | Engine must be shutdown (not running). |
|
Part Number
|
Name
|
|---|---|
|
PWC40549
|
DCU Cable with External Power
|
|
PWC40712
|
DCU Adapter Cable.
|
|
PWC62174
|
Extension Cable.
|
|
PWC67792
|
DCU T-Harness Cable
|
|
PWC69810
|
Download Cable Adapter.
|
|
PWC73009
|
RS422-USB Dual Channel Adapter.
|
|
Part Number
|
Name
|
|---|---|
|
3074497
|
PW617F-E, Diagnostic, Prognostic, and Health Management (DPHM)
Kit
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Administration rights are required for the installation. |
| (2) | For Post-SB66034R1, DPHM 2.0.4 (GBSLite version 4.02) or higher is required. |
| (3) | Install DPHM Suite, as follows:
|
| (4) | If the DPHM kit includes adapter (PWC73009), install the drivers. Refer to
the GBSLite help manual. The help manual is available by opening GBSLite
and selecting the “Help” button. The instructions for installation
are in section “USB-Serial Port Adapter Setup Instructions”.
NOTE: The USB connector must always be plugged to the same USB
port on the laptop where it was originally installed. It is advisable
to label the USB port on the laptop.
|
| (5) | It is recommended, but not mandatory, that the computer’s anti-virus and wireless network adapter be disabled when using GBS software. |
| (1) | Connect download cable adapter (PWC69810) to the maintenance connector. |
| (2) | Connect extension cable (PWC62174) to download cable adapter (PWC69810). |
| (3) | Connect RS422-USB dual channel adapter (PWC73009) to extension cable (PWC62174). Connect the connector (PWC73009) labeled "RS422 TO USB CHAN A" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN B" disconnected. |
| (4) | Connect RS422-USB dual channel adapter (PWC73009) to USB end of the
cable to laptop.
NOTE: USB drivers provided with USB adapter must be previously
installed. The USB connector must be plugged to the same USB port
on the laptop where it was originally installed. It is advisable
to label the USB port on the laptop.
|
| (5) | Launch GBSLite (P/N 3070181) from the Windows desktop. |
| (6) | Select engine model PW617F. |
| (7) | Perform Engine Real Time Display task (Ref. Task 71-00-00-760-820) and confirm LOOP is equal to 26. |
| (8) | If LOOP is not equal to 26, return to the GBSLite menu, connect the connector labeled "RS422 TO USB CHAN B" into the Uport 1250 and disconnect the connector labeled “RS422 TO USB CHAN A". Perform Engine Real Time Display task (Ref. Task 71-00-00-760-820) and confirm LOOP is equal to 26. |
| (9) | Under the option of GSE CONNECTION, select DOWNLOAD.
NOTE: The help symbol “?” within the GBSLite software may be
selected at any time for a more detailed instruction on the procedure.
NOTE: The download process may take up to 30 minutes. It is
normal for the block numbers to appear to stop during the download
process.
|
| (10) | Click “OK” to establish communication. |
| (11) | To trigger the download process; move TLA to the TO/GA and switch cockpit ignition switch from AUTO to OFF for more than 2 seconds. |
| (12) | If the download does not work, perform the Verify GSE
Download Conditions in the Engine Real Time Display task (Ref. Task
71-00-00-760-820).
NOTE: The help symbol "?" within the GBSLite software may be
selected at any time for a more detailed instruction on the procedure.
NOTE: The download process may take up to 30 minutes. It is
normal for the block numbers to appear to stop during the download
process.
|
| (13) | Once all blocks have been downloaded, another window
will open and prompt you to save the recording to a file on your laptop
computer. Make sure that the correct engine serial number, engine
position and aircraft serial number are entered. The DCU data contains
data from both EEC channels; therefore, it only has to be downloaded
once per engine.
NOTE: Special attention should be given to the location and
filename of where the data is saved.
|
| (1) | METHOD 1: Connection directly to the Engine DCU using Cable with External Power (PWC40549).
|
| (2) | METHOD 2: Connection directly to the Engine DCU cable
with Aircraft Power DPHM Kit P/N 3074497 (Ref Fig. 513).
|
| (3) | METHOD 3: Connection directly to the Engine DCU cable
with DCU T-harness Cable (PWC67792).
|
| (1) | This task describes how to download the engine DCU data which can be used for remote analysis by maintenance personnel, advanced diagnostics or to download ECTM data as a backup to the primary. |
| (2) | This task should only be used if the engine DCU data is not accessible because of an unserviceable DCU. |
| (3) | To obtain the complete EEC Data Download, it is necessary to download both EEC channel A and EEC channel B per engine. |
| (1) | Aircraft must be "ON GROUND" status. |
| (2) | Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM. |
| (3) | Engine must be shutdown (not running). |
|
Part Number
|
Name
|
|---|---|
|
PWC62174
|
Extension Cable
|
|
PWC69810
|
Download Cable Adapter
|
|
PWC73009
|
RS422-USB dual Channel Adapter
|
|
Part Number
|
Name
|
|---|---|
|
3074497
|
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM)
Kit
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Make sure that the Ground Based Software (GBS) and RS422 adapter USB drivers are installed as per section D of Task 71-00-00-760-818. |
| (2) | Connect download cable adapter (PWC69810) to the maintenance connector. |
| (3) | Connect extension cable (PWC62174) to download cable adapter. |
| (4) | Connect RS422-USB dual channel adapter (PWC73009) to extension cable. |
| (5) | For EEC channel A download, connect the dual channel adapter (PWC73009) labeled "RS422 TO USB CHAN A" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN B" disconnected. |
| (6) | For EEC channel B download, connect the connector labeled "RS422 TO USB CHAN B" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN A" disconnected. |
| (7) | Connect RS422-USB dual channel adapter (PWC73009) to laptop and connect
the other end to the aircraft ground support equipment connector within
the aircraft (Ref. Fig. 513) Refer to the AMM.
NOTE: USB drivers provided with USB adapter must be previously
installed. The USB connector must be plugged to the same USB port
on the laptop where it was originally installed. It is advisable to
label the USB port on the laptop.
|
| (8) | Launch GBSLite (P/N 3070181) from the Windows desktop. |
| (9) | Under the option of GSE CONNECTION, select DOWNLOAD.
NOTE: The help symbol "?" within the GBSLite software may be
selected at any time for a more detailed instruction on the procedure.
NOTE: If the ignition switch is already OFF, set it back to
AUTO, and then start the procedure.
|
| (10) | Move the TLA to the MAX detent and set the cockpit ignition
switch from AUTO to OFF. Make sure the switch remains in the OFF position.
NOTE: It is normal for the block numbers to appear to stop during
the download process.
|
| (11) | Once all blocks have been downloaded, another window
will open and prompt you to save the recording to a file on your laptop
computer. Ensure that the correct engine serial number, engine position
and aircraft serial number are entered. The DCU data contains data
from both EEC channels; therefore, it only has to be downloaded once
per engine.
NOTE: Special attention should be given to the location and
filename of where the data is saved.
|
| (12) | Cycle EEC power and repeat for the other channel. |
| (13) | Once both channels are downloaded, contact P&WC
personnel to indicate that a DCU download was not possible.
NOTE:
|
| (1) | This task describes how to view both channels of EEC real-time data, at the same time, on the same engine. |
| (2) | This task may be used for the following reasons:
|
| (1) | Aircraft must be "ON GROUND" status. |
| (2) | Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM. |
| (3) | Engine must be shutdown (not running). |
|
Part Number
|
Name
|
|---|---|
|
PWC62174
|
Extension Cable
|
|
PWC69810
|
Download Adapter Cable
|
|
PWC73009
|
RS422-USB Dual Channel Adapter Cable
|
|
Part Number
|
Name
|
|---|---|
|
3074497
|
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM)
Kit
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Ensure that the Ground Based Software (GBS) and RS422 adapter USB drivers are installed as per section D of task 71-00-00-760-818. |
| (2) | Connect download cable adapter (PWC69810) to the maintenance connector. |
| (3) | Connect extension cable (PWC62174) to download cable adapter (PWC69810). |
| (4) | Connect RS422-USB dual channel adapter (PWC73009) to extension cable (PWC62174). |
| (5) | For EEC channel A download, connect the dual channel adapter (PWC73009) labeled "RS422 TO USB CHAN A" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN B" disconnected. |
| (6) | For EEC channel B download, connect the connector labeled "RS422 TO USB CHAN B" into the Uport 1250. Leave the connector labeled “RS422 TO USB CHAN A" disconnected. |
| (7) | Connect the USB end of the RS422-USB dual channel adapter (PWC73009) to the laptop and connect the other end to the aircraft ground support equipment connector in the aircraft. (Ref. Fig. 513) (Refer to the AMM). |
| (8) | Launch GBSLite (P/N 3070181) from the Windows desktop. |
| (9) | Under the option of GSE CONNECTION, select REAL TIME
DISPLAY.
NOTE: The help symbol "?" within the GBSLite software may be
selected at any time for a more detailed instruction on the procedure.
|
| (10) | Follow the on-screen menu to view parameters as supplied by the engine EEC. |
| (11) | To perform the Verify GSE Download Conditions function, select CLICK TO START VERIFY and follow the on-screen instructions. To end the Verify GSE Download Conditions function, select CLICK TO STOP VERIFY. |
| (12) | To perform a Real-Time Display recording, select the START RECORDING button. To end the recording, select the STOP RECORDING button. Follow the on-screen instructions. |
| (1) | This task describes how to review and analyze data that was previously downloaded from the engine or data from a recorded Real Time Display (RTD). |
| (2) | This task may be used to analyze/diagnose unscheduled maintenance events. It is intended for use by P&WC personnel or other experienced personnel. |
| (3) | There are four sources of data that may be used for
data analysis:
|
| (1) | Not applicable. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
3074497
|
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM)
Kit
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Start GBSLite (P/N 3070181) from the main menu. |
| (2) | Select the engine program from the drop down menu (PW617F). |
| (3) | Select "Data Analysis". |
| (4) | Select the folder where the data is. |
| (5) | Proceed with analysis of the data. |
| (6) | To view the trend data, select “Fault Event/Show Trend Data” from “View” dropdown menu. If the trend data from the latest flights are not available in GBSLite, perform the DCU Pointer Block Recovery function Ref. Task 71-00-00-760-826 in GBS software. |
| (7) | In the Fault/Event panel (top panel), the data is sorted by data and time, the latest recording can be found at the bottom. |
| (8) | Click on Fault/Event Code; the name of the event code will appear at the top in red. |
| (9) | If the IETM, P/N 3072162 is installed, clicking on the Fault/Event Code will link to the appropriate maintenance action in fault isolation charts. |
| (10) | Click on the associated Snapshot and Trace for further analysis of the Fault/Event, which can be viewed in the lower panel. |
| (11) | The file can be sent to the Designated Analysis Center (DAC) for data analysis or can be uploaded to the WebECTM Services. |
| (1) | This task gives the TLD clearing procedure. |
| (2) | This task should be done at the scheduled TLD inspection
interval (Ref. Task 05-20-00-210-801), after all the faults have been rectified.
NOTE: The EEC is designed to latch a "ENG 1 LONG DISPATCH",
or "ENG 2 LONG DISPATCH" TLD status, if at any time during operation,
a TLD fault occurs. The status is displayed on the "Engine Maintenance
Page" on the aircraft avionics. Refer to the AMM.
|
| (1) | Aircraft system and engine EEC should be powered and communicating. Refer to the AMM. |
| (2) | Aircraft must be "On ground" status. |
| (3) | Get access to the Aircraft Maintenance Computer. Refer to the AMM. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Move the TLA to the TOGA detent. |
| (2) | Activate the exceedance/TLD clearance function on the
Engine Maintenance Page, for the appropriate engine. Refer to the
AMM.
NOTE: "CLEAR E1" for engine No. 1, and "CLEAR E2" for engine
No. 2.
|
| (3) | Check the engine maintenance page and make sure that
LONG DISPATCH status is not active. Refer to the AMM.
NOTE: The EEC must receive the command for at least two seconds
to register the clear command. Therefore, it may take up to four seconds
to display the updated LONG DISPATCH status on the engine maintenance
page.
|
| (1) | This task gives the procedure for doing on-aircraft engine vibration survey and fan trim balancing. Refer to Figure . |
| (2) | Resonant vibration is the major contributor to aircraft cabin noise. Engine vibration causes resonant vibration in aircraft structures, exciting resonance and noise in the cabin. The maintenance philosophy for providing the following procedures is to aid in the reduction of aircraft cabin noise through the reduction of engine vibration. |
| (3) | Using the recommended vibration analysis equipment, engine vibration levels are measured while the engine is installed during a series of engine ground runs. Engine vibration is measured and potentially reduced by adjusting the trim balance weight configuration on the LP compressor (fan) front balance rim. A typical operation includes an initial ground run where a vibration survey is performed and a trim weight solution determined; a second ground run to measure the new vibration signature; and one or more engine runs to verify that engine vibration levels are optimized. |
| (4) | If excessive or undesirable cabin noise is present in the aircraft, it is recommended that cabin acoustic readings be taken using microphones according to an approved method, before performing on-wing engine vibration survey and trim balance. The cabin acoustic survey will help determine the source of the excessive noise. If it is suspected that the engine is the cause of excessive vibration and subsequent excessive cabin noise, only the fan may be trim-balanced while the engine is on the aircraft. |
| (5) | Current engine balancing procedures, carried out during engine test, include a requirement to trim balance the complete LP compressor assembly by the installation of counterweights to specific positions in the inlet cone assembly. |
| (6) | The operator must be familiar with the Collector/Analyzer (TEC Viper Model) before performing these operations. Do a vibration survey and fan trim balance operation using the following procedures and the TEC 'Viper' Model Operator's Manual. |
| (7) | P&WC recommends an engine fan trim balancing operation following repair of the fan. |
| (8) | Required equipment, including an optional laptop computer running TEC Avtrend software and connecting cables listed in Equipment and Materials list for this task has been approved for use in determining position and mass of trim balance counterweight. Other equipment may be approved on a case-by-case basis. |
| (1) | Remove the engine cowlings as necessary. Refer to the AMM. |
| (2) | Disconnect the aircraft wiring harness connector from the engine main wiring harness connector at the aircraft firewall. Refer to the AMM. |
| (3) | Check the ACES analyzer battery charge:
|
| (4) | Install the latest version of the maintenance level Transient Vibration Survey/Fan Balance Setup File in the ACES Viper collector/analyzer (10-100-4040CE). The setup files may be downloaded from ACES Systems website: www.acessystems.com. |
| (5) | Switch electrical power to the analyzer to OFF. |
| (6) | Refer to the Illustrated Parts Catalog, 72-30-01, for trim balance counterweight information. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
|
Part Number
|
Name
|
|---|---|
|
10-100-4040CE
|
ACES Model 4040 Viper Analyzer
|
|
10-100-0498
|
Dual Channel Tach Filter, Model 515
|
|
10-100-0574
|
Charge Converter, Model 530
|
|
10-320-0008
|
Cable, High Temperature, Accelerometer-to-Charge Converter
|
|
10-320-158 (25 ft.) or
10-320-159 (50 ft., optional)
|
Cable, Sensor, Charge Converter-to-Analyzer
|
|
10-320-0333
|
Firewall Breakout Cable
|
|
10-320-0336
|
Cable, Breakout Extension N1 and N2
|
|
69-100-0016
|
Accelerometer (6222S-20A)
|
|
PWC69161
|
Mounting Bracket, Accelerometer
|
|
Part Number
|
Name
|
|---|---|
|
PWC03-001
|
Oil, Engine Lubrication
|
| (1) | If the fan was repaired:
|
| (2) | Install TEC Viper Model Analyzer equipment (Ref. Fig. ):
CAUTION: MAKE SURE YOU ATTACH THE CABLES AND THE CHARGE CONVERTER
BOX SECURELY TO PREVENT LOOSENING DURING THE GROUND RUN.
|
| (3) | Switch electrical power to the
Collector/Analyzer (Viper) ON.
NOTE: With the Collector/Analyzer (Viper) powered
on, make sure the Fan/Turbine Balance application is installed.
NOTE: With the Collector/Analyzer (Viper) powered
on, make sure the battery charge battery charge indication is more
than 60%. If not, charge the battery before doing any procedures.
|
| (4) | At the "Main" menu, select Fan/Turbine Balance using the upper/lower curser keys then press ENTER. |
| (5) | Select "Start Job" using the upper/lower curser keys and press ENTER. |
| (6) | At the "Set-up List", select PW617F using the upper/lower
curser keys then press ENTER.
NOTE: Analyzer will display "Loading...Please wait.", then,
"Initializing for data acquisition, please wait".
|
| (7) | At the "Job identification" menu, type in the name of
the customer and the aircraft serial number (e.g. John Smith Aviation
ZZ-XXX) using the keypad.
NOTE: The "F1" key can be used to select Names which have been
already entered in the analyzer.
|
| (8) | In the "A/C Registration" field, enter the aircraft registration number using the keypad. |
| (9) | Input the A/C Total Time using the keypad keys and press ENTER. |
| (10) | At the "Engine Information" menu, enter the engine position using the left and right arrow keys, then use the upper/lower curser keys to move to "ENGINE". |
| (11) | Press the UP and DOWN arrow keys to move the cursor to the next field. Enter additional/optional information. |
| (12) | Press the ENTER key to move to the next menu. |
| (13) | At the "Fan/Turbine Balance Speeds" menu, press the
F1 survey key.
NOTE: The screen will display [Prime ]Initializing for Data
Aquisition....Please Wait".
|
| (14) | At the "Start Aircraft" menu, the Collector/Analyzer (Viper) screen will display "Survey for determining baln RPMs perform FOD check, start engine(s) per flight manual, and set engine(s) to idle". |
| (15) | Start the engine. Refer to Task 71-00-00-760-810. |
| (16) | Let the engine stabilize and oil temperature reach 125°F
(51°C) minimum. Press ENTER.
NOTE: If required, run the engine at a higher idle speed to
warm the engine oil, then return the power lever to idle.
|
| (17) | Press ENTER to start acquiring data, then gradually increase engine speed to maximum N1 rpm. When this is done, press enter to stop acquisition. |
| (18) | Return the engine to ground idle N1 speed. There is no need to shut the engine down. |
| (19) | At the “Shut down engines” field, press F5 to continue. |
| (20) | At the “Fan/turbine balance speeds” screen, press enter
to accept the peak N1 speed recorded during the survey and proceed
to next screen.
NOTE: The Analyzer will display "Initializing for data aquisition,
please wait.".
|
| (21) | The Analyzer will prompt "Fan/Turb Balance Equipment Setup" as a reminder to verify unit connections. Press ENTER to continue. |
| (22) | Record engine vibration levels at five N1 speeds as
follows:
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS WHEN TRIM BALANCING
(REF. 05-10-00, OPERATING LIMITS, TASK 05-10-00-990-801). MAINTENANCE MANUAL ENGINE
OPERATING LIMITS SUPERSEDE ANY INSTRUCTIONS IN THE ANALYZER PROCEDURE.
|
| (23) | Wait for the analyzer to produce counterweight optimization result at "Fan/Turb suggested/installed wts" prompt. |
| (24) | Record the position and class of the counterweight hole(s) defined by the Collector/Analyzer (Viper) on the Fan Trim Balancing Data Worksheet (Ref. Fig. ). |
| (25) | Remove the engine inlet cone. Refer to Task 72-30-01-000-801.
NOTE: Unbalance is corrected using a maximum of nine counterweight
screws.
|
| (26) | At the "Fan/Turbine Suggested/Installed Weights" menu, press ENTER. If the trial counterweight is installed in the positions defined by the Collector/Analyzer (Viper), press F1, "Inst=Sugg". |
| (27) | If the trim counterweight is installed in a hole other than the defined hole, change the class and location on the Collector/Analyzer (Viper) using the left/right and up/down curser keys. Record this information. |
| (28) | Install the counterweight screw(s) ( (2), Fig. ) on the inlet cone balancing flange location closest to trial solution defined by Collector/Analyzer (Viper). Tighten the counterweight screw (2) so that the screw head is flush with or below inlet cone (1) balancing Flange E. |
| (29) | Install the inlet cone. Refer to Task 72-30-01-400-805. |
| (30) | After the trial counterweight and the inlet cone have been installed, press ENTER to continue to proceed with the trial five-point ground run. |
| (31) | Start the engine. Refer to Task 71-00-00-760-810. |
| (32) | Let the engine stabilize and the engine oil temperature reach 125°F (51°C) minimum. |
| (33) | Record engine vibration levels at five N1 speeds as
follows:
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS (REF. 05-10-00,
OPERATING LIMITS, TASK 05-10-00-990-991). MAINTENANCE MANUAL ENGINE OPERATING LIMITS SUPERSEDE ANY INSTRUCTIONS
IN THE ANALYZER PROCEDURE.
|
| (34) | Wait for the analyzer to produce counterweight optimization result at "Fan/Turb suggested/installed wts" panel. |
| (35) | If the vibration level is within acceptable limits, end the balance procedure. Record trim counterweight class and screw hole location(s) in the engine log book. |
| (36) | If vibration level is not acceptable, observe and record
the new counterweight weight and hole location calculated by
Collector/Analyzer (Viper), then do the following steps:
NOTE: The Collector/Analyzer (Viper) calculates
final or successive solutions based on previous trial counterweights
having been removed.
|
| (1) | Switch power to the Aces Viper analyzer to OFF. |
| (2) | Remove the cables connecting the Aces Viper analyzer equipment to the engine interfaces. Separate the cables and equipment and put them in the protective case. |
| (3) | Connect the engine wiring harness P9 connector to the aircraft fire wall connector. Refer to the AMM. |
| (4) | Remove the three cap screws (6) and the accelerometer (69-100-0016) (5) from the accelerometer mounting bracket (PWC69161) (7). |
| (5) | Remove the three bolts (3), three nuts (4), the angle bracket (2) and the accelerometer mounting bracket (PWC69161) (7) from the engine. |
| (6) | Lubricate the bolt (3) threads with engine oil (PWC03-001). |
| (7) | Install the engine front lifting bracket (1) using the three nuts (4), the three bolts (3), the angle bracket (2). Torque the bolts 36 to 40 lb.in (4.1-4.5 Nm). |
| (8) | Install the engine cowlings as necessary. Refer to the AMM. |
| (1) | This task gives the procedure for doing an on-wing engine transient vibration survey. |
| (1) | Remove the engine cowlings as necessary. Refer to the AMM. |
| (2) | Check the ACES analyzer battery charge:
|
| (3) | Install the latest version of the maintenance level Transient Vibration Survey/Fan Balance Setup File in the ACES Viper collector/analyzer (10-100-4040CE). The setup files may be downloaded from ACES Systems website: www.acessystems.com. |
| (4) | Switch electrical power to the analyzer to OFF. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
|
Part Number
|
Name
|
|---|---|
|
10-100-0498
|
Dual Channel Tach Filter, Model 515
|
|
10-100-0574
|
Charge Converter, Model 530
|
|
10-100-4040CE
|
ACES Model 4040 Viper Analyzer
|
|
10-320-0008
|
Cable, High Temperature, Accelerometer-to-Charge Converter
|
|
10-320-158 (25 ft.) or
10-320-159 (50 ft., optional)
|
Cable, Sensor, Analyzer-to-CEC Adapter Cable
|
|
10-320-0226
|
CEC Adapter Cable, Sensor Cable-to-Velocity Sensor
|
|
10-320-0333
|
Firewall Breakout Cable
|
|
10-320-0336
|
Cable, Breakout Extension N1 and N2
|
|
69-100-0016
|
Accelerometer (6222S-20A)
|
|
69-100-0078
|
Velocity Transducer, Plane 1
|
|
PWC68764
|
Socket, Transducer
|
|
PWC69161
|
Mounting Bracket, Accelerometer
|
|
Part Number
|
Name
|
|---|---|
|
PWC03-001
|
Engine Oil
|
| (1) | Install the velocity transducer (69-100-0078) (Ref. Fig. ):
CAUTION: MAKE SURE YOU ATTACH THE CABLES AND THE CHARGE CONVERTER
BOX SECURELY TO PREVENT LOOSENING DURING THE GROUND RUN.
|
| (2) | Install TEC Viper Model Analyzer equipment (Ref. Fig. ):
CAUTION: MAKE SURE YOU ATTACH THE CABLES AND THE CHARGE CONVERTER
BOX SECURELY TO PREVENT LOOSENING DURING THE GROUND RUN.
|
| (3) | Switch electrical power to the Collector/Analyzer (TEC Viper Model) to ON. |
| (4) | At the "Main" menu, select the Transient Vibration Survey option using the upper/lower curser keys then press ENTER. |
| (5) | At the "Transient Vibration Survey" menu, select "Start Job" using the upper/lower curser keys then press ENTER. |
| (6) | At the "Setup List" menu, select "PW617F O/W" using
the upper/lower curser keys and press ENTER.
NOTE: The screen will display "Initializing for Data Aquisition....Please
Wait".
|
| (7) | At the "Job Identification" menu, type in the name of
the customer and the the aircraft serial number (e.g. John Smith Aviation
ZZ-XXX) using the keypad.
NOTE: The "F1" key can be used to select Names which have been
already entered in the analyzer.
|
| (8) | Press the DOWN arrow key to move the cursor to the next field. |
| (9) | In the "A/C Registration" field, enter the aircraft registration number using the keypad. |
| (10) | Press the DOWN arrow key to move the cursor to the next field. |
| (11) | In the "A/C Total Time" field, enter A/C total time in hours using the keypad. |
| (12) | Press the ENTER key to move to the next menu. |
| (13) | At the "Engine Information" menu, enter the engine position number using the left and right arrow keys. |
| (14) | Move the cursor past the 'Propeller' field by pressing the DOWN arrow key until the cursor is in the 'Engine' section. |
| (15) | Enter the engine serial number (e.g. LC-XXXX) or use the F1 key to enter a previously-entered engine S/N. |
| (16) | Press the DOWN arrow key to move the cursor to the "Type" field. Enter 'PW617F'. |
| (17) | Press the DOWN arrow key to move the cursor to the "TSO" field. Use the keypad to enter total-time-since-overhaul in hours. |
| (18) | Press the DOWN arrow key to move the cursor to the "TSN" field. Use the keypad to enter total-time-since-new. |
| (19) | Press ENTER.
NOTE: The screen will display either "Initializing for Data
Aquisition...Please Wait" or " Recovering Database Memory Before Display
Initializes" and there will be a five-to-eight second pause.
|
| (20) | The Collector/Analyzer (Viper) screen will display "Perform FOD check, start the engine and establish normal operating conditions". |
| (21) | Start the engine (Ref. Task 71-00-00-760-810). |
| (22) | Let engine stabilize and the engine oil temperature
reach a minimum of 125°F (51°C).
NOTE: If required, run the engine at a higher idle speed to
warm the engine oil, then return the power lever to idle.
|
| (23) | At the Start Engine menu, press ENTER.
NOTE: Please wait while the database is accessing.
|
| (24) | From the "Select Condition" menu, use the DOWN arrow
key to move the cursor to the "[ ] ACCEL" condition field. Press ENTER.
NOTE: This step will appear if there are multiple conditions
to choose from.
NOTE: There will be a delay of approximately ten seconds while
the analyzer prepares the database manager to recover database memory.
When the real-time display starts, the analyzer will be recording
data.
|
| (25) | The Collector/Analyzer (Viper) will next
display real time Plane 1, Plane 3, N1 and N2 engine data on the analyzer
screen.
NOTE: For on-wing fan vibration survey, Plane 3 data is not
required.
NOTE: Real-time data is sampled by the analyzer at a rate of
five times/sec.
|
| (26) | Data aquistion step: accelerate engine from idle to N1 takeoff power at approximate rate of 0.5% N1 per second. When takeoff N1 power is achieved, press ENTER to stop real-time data acquisition. |
| (27) | The analyzer will display the message "Store the Data". |
| (28) | Press the F1 key to answer YES and store the data or press the F5 key to answer NO if the data is to be discarded. |
| (29) | Decelerate the engine to idle speed. |
| (30) | Press F1 again to "End Run" to complete the survey.
NOTE: The Collector/Analyzer (Viper) screen
will display "Shut Down Engine per Manual Instructions".
|
| (31) | Do the engine shutdown procedure. Refer to Task 71-00-00-760-811. |
| (32) | Press the F5 key to continue. |
| (33) | Go to the "Main" menu using the Backup key. |
| (34) | If the engine vibration levels are satisfactory:
|
| (1) | Switch power to the collector/analyzer (10-100-4040CE) to OFF. |
| (2) | Refer to (Ref. Fig. ). Remove the cables connecting the Aces Viper analyzer equipment to the engine interfaces. Separate the cables and equipment and put them in the protective case. |
| (3) | Connect the engine wiring harness P9 connector to the aircraft fire wall connector. Refer to the AMM. |
| (4) | Remove the three cap screws (6) and the accelerometer (69-100-0016) (5) from the accelerometer mounting bracket (PWC69161) (7). |
| (5) | Remove the three bolts (6), three nuts (4), the angle bracket (2) and the accelerometer mounting bracket (PWC69161) (7) from the engine. |
| (6) | Lubricate the bolt (3) threads with engine oil (PWC03-001). |
| (7) | Install the engine front lifting bracket (1) using the three nuts (4), the three bolts (3), the angle bracket (2). Torque the bolts 36 to 40 lb.in (4.1-4.5 Nm). |
| (8) | Remove the velocity transducer (69-100-0078) using the socket (PWC68764). |
| (9) | Lubricate a new preformed packing (8) with engine oil (PWC03-001). |
| (10) | Install the preformed packing (8) on the plug (9). |
| (11) | Install the plug (9), the washer (10) and the bolt (11) on the bypass duct service fairing. Torque the bolt 36 to 40 lb.in (4.1-4.5 Nm). |
| (12) | Install the engine cowlings as necessary. Refer to the AMM. |
| (1) | This task gives the procedure for downloading fan trim balancing data to a laptop computer. |
| (1) | Not applicable. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
|
Part Number
|
Name
|
|---|---|
|
10-100-4040CE
|
TEC Model 4040 Viper Analyzer
|
|
10-700-0103
|
Software, Avtrend
|
|
10-320-0483
|
Cable, USB, Analyzer-to-Notebook Data Cable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable.
|
Not applicable.
|
| (1) | Switch power to the Aces Collector analyzer ON. |
| (2) | Connect the analyzer-to-notebook USB data cable (10-320-0483) to the USB port on the side of the Collector/Analyzer (Viper). |
| (3) | Connect the analyzer-to-notebook USB data cable (10-320-0483) to a USB port on a computer operating TEC Avtrend software (10-700-0103). |
| (4) | Open the TEC Avtrend software (10-700-0103) software program on the computer. |
| (5) | Select Menu Option - File - Transfer - Retrieve Data. Wait for data to be transferred. |
| (1) | Disconnect the analyzer-to-notebook USB data cable (10-320-0483). |
| (2) | Turn power to the Collector/Analyzer (Viper) OFF. |
| (3) | Note the file name and path displayed in the Avtrend software program window in order to find the file for future use. |
| (1) | This task describes how to recover the pointer block 8 or 9 in the DCU when one of these blocks is absent or corrupt on an engine Post-SB66008. It is intended for use by P&WC personnel or other experienced personnel. |
| (2) | This task cannot be used if both blocks 8 and 9 are not healthy (both blocks are absent, or corrupt, or a combination). |
| (3) | This task is to be performed if data is missing from the DCU. A symptom of missing DCU data is if the trend data from the latest flights are not available in GBSLite. |
| (1) | Aircraft must be “ON GROUND” status. |
| (2) | Aircraft systems and engine EEC should be powered and communicating. Refer to the AMM. |
| (3) | Engine must be shutdown (not running). |
|
Part Number
|
Name
|
|---|---|
|
PWC40549
|
DCU Cable with External Power
|
|
PWC40712
|
DCU Adapter Cable
|
|
PWC62174
|
Extension Cable
|
|
PWC67792
|
DCU T-Harness Cable
|
|
PWC73009
|
RS422-USB dual Channel Adapter
|
|
Part Number
|
Name
|
|---|---|
|
3074497
|
PW617F-E, Diagnostic, Prognostics and Health Management (DPHM)
Kit
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Connect to directly to the DCU as per one of the following
methods:
|
| (2) | METHOD 3: Connection directly to the Engine DCU cable
with DCU T-Harness cable (PWC67792):
|
| (3) | Start GBSLite (P/N 3070181) from the desktop. |
| (4) | Select the engine program from the drop down menu (PW617F). |
| (5) | Select the TRANSFER MODULE button. |
| (6) | Select DOWNLOAD/UPLOAD button. |
| (7) | In the toolbar, set the connection method to DIRECT. |
| (8) | Under the options menu, select Advanced Options. |
| (9) | When prompted, enter the password "pwc_pwr_user". |
| (10) | Select the "Detect and Recover Unhealthy DCU" button. |
| (11) | If you see one of the following messages, then the recovery
was successful.
|
| (12) | If you see one of the following messages contact your
P&WC representative:
|
| (13) | Once a successful recovery is completed. Ensure that the DCU data is as per the logbook by performing Engine Trim Verification Check (Task 71-00-00-760-817). |
| (14) | -If after successfully completing the DCU Pointer Block Recovery, the symptoms are not resolved, contact your P&WC representative. |
| A. | The Power Plant Cleaning section gives the procedures for engine external wash, fan hand wash, compressor washes (desalination or performance recovery) procedures. Compressor wash system information and water and cleaning solution information is also included. |
| A. | Definition of Terms: |
| 1. | Desalination Wash: A procedure that uses water only to remove salt from the engine air path. |
| 2. | Performance Recovery Wash: A procedure that uses the water solution mixed with a cleaning agent to clean the air path of contaminants to attempt to restore performance. |
| 3. | Rinsing: A procedure that uses a water solution to rinse the engine of cleaning solution. |
| 4. | Water Solution: A solution of water with or without isopropyl alcohol. |
| (1) | This task gives the set up information for the compressor wash system. |
| (1) | Not applicable. |
|
Part Number
|
Name
|
|---|---|
|
PWC32677-300
|
Compressor Wash Unit, Mobile (Alternate to PWC64444)
|
|
PWC64444
|
Compressor Wash Unit, Portable (Alternate to PWC32677-300)
|
|
PWC89888
|
Compressor Wash Unit, Portable (Alternate to PWC64444)
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Remove all tools, equipment and unnecessary items from the work area. |
| (1) | Task Removed. |
| (1) | Task Removed. |
| (1) | This task gives the procedures for preparing cleaning and rinse solutions for engine washing. |
| (1) | Not applicable. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
PWC01-001
|
Engine Fuel
|
|
PWC11-001G
|
Detergent Cleaner
|
|
PWC11-003
|
Detergent Cleaner
|
|
PWC11-003B
|
Detergent Cleaner
|
|
PWC11-003E
|
Detergent Cleaner
|
|
PWC11-014
|
Isopropyl Alcohol
|
| (1) | Obtain a supply of demineralized water or drinking water complying with the requirements shown in Table: |
| (2) | Prepare the water solution (Ref Table). |
| (3) | Performance recovery wash solutions:
CAUTION: DO NOT FURTHER DILUTE SOLUTION BY ADDING WATER AND/OR
ANTI-FREEZE SOLUTIONS.
CAUTION: DO NOT FURTHER DILUTE SOLUTION BY ADDING WATER AND/OR
ANTI-FREEZE SOLUTIONS.
|
| (4) | Table matches required cleaning solutions to the applicable engine cleaning task. |
| (1) | This task gives the procedures for external engine washing. |
| (1) | Not applicable. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
PWC11-027
|
Petroleum Solvent
|
| (1) | The engine should never be left in a contaminated condition overnight, or longer. |
| (2) | External washing with fresh water is recommended when engine is contaminated with salt, volcanic dust or corrosive chemicals such as those found in industrial smog. Demineralized water is not necessary. (Ref. Task 71-00-00-160-804 for water quality requirements) |
| (3) | Mask all electrical connectors with plastic wrap to avoid moisture damage to connectors. |
| (4) | Wash the engine by hand using a clean sponge or soft cloth. |
| (5) | If a water wash is ineffective, a petroleum solvent (PWC11-027) /water emulsion may be
used to remove oil, grime, or other materials/fluids (e.g. hydraulic
fluids). Thoroughly rinse with water to remove all traces of cleaning
fluid. Completely dry the engine using clean, dry compressed air.
NOTE: External cleaning is very effective in tracing possible
origin of external oil leakage.
|
| (6) | Remove the plastic wrap from the electrical connectors. |
| (1) | Remove all tools, equipment and unnecessary items from the work area. |
| (2) | Install the engine cowlings as necessary. Refer to the AMM. |
| (1) | This task gives the procedure for hand washing the fan. |
| (1) | Remove the engine cowlings as necessary. Refer to the AMM. |
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
| (1) | Fan blade washing is done by hand using a sponge or soft clean cloth. |
| (2) | Each blade must be washed individually on both pressure and suction side. |
| (3) | Wash the fan with desalination solution. Refer to Task 71-00-00-160-804. |
| (4) | Rinse with desalination solution. |
| (1) | Remove all tools, equipment and unnecessary items from the work area. |
| (2) | Install the engine cowlings as necessary. Refer to the AMM. |
| (1) | This task gives the procedure for doing a compressor desalination wash. |
| (1) | Deleted. |
| (2) | Deleted. |
| (3) | Place suitable containers or a drip pan under the engine. |
| (4) |
Prepare the engine to prevent wash fluid from entering the
AGB:
|
|
Part Number
|
Name
|
|---|---|
|
PWC32677-300
|
Compressor Wash Unit, Mobile (Alternate to PWC64444)
|
|
PWC64444
|
Compressor Wash Unit, Portable (Alternate to PWC32677-300)
|
|
PWC66581
|
Wedge, Fan Blade
|
|
PWC69812
|
Blanking Plug, Breather Outlet
|
|
PWC69836
|
Compressor Wash Wand
|
|
PWC89888
|
Compressor Wash Unit, Mobile (Alternate to PWC64444)
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
PK3654-49
|
Cap, AGB Breather Port (Alternate to PWC69812)
|
| (1) | Connect the wash wand (PWC69836) to the mobile wash system (PWC32677-300) or the portable wash system (PWC64444) or the portable wash system (PWC89888) or a locally manufactured wash system. |
| (2) | Install wedges (PWC66581) (4) as follows:
CAUTION: MAKE SURE WEDGES ARE IN GOOD CONDITION.
|
| (3) |
Fill the wash system with the required water solution:
|
| (4) | Insert the wash wand (PWC69836) (5) by rotating the wand nozzle (7) through the fan blades, fan stator and the core intake struts into position in the HP compressor intake. |
| (5) | Make sure the four wedges (PWC66581) (4) prevent the fan from rotating. |
| (6) | Hold the wash wand (PWC69836) (5) during the engine motoring to make sure the disk (6) stays flat against the fan blades and sitting on the nose cone. |
| (7) | Do two 20 second dry motoring runs using the engine starter. As N2 rotation passes 5%, start injection of 0.8 US gallons (3 liters) of the water solution into the engine core at a rate of 1.6 gal/minute (6 liters/minute). |
| (8) | Stop motoring after 20 seconds. Turn the wash system off when N2 rotation is less than 5%. |
| (9) | Remove the wash wand (PWC69836) (5) from engine. |
| (10) | Remove the four wedges (PWC66581) (4). |
| (11) |
If isopropyl alcohol was used in the water solution, do a 20
second dry motoring run.
NOTE: DELETED.
|
| (1) | Disassemble wash system and wash wand (PWC69836) (3). |
| (2) | Deleted. |
| (3) | Deleted. |
| (4) | Deleted. |
| (5) | Remove either the blanking plug (PWC69812) (1) or the cap PK3654-49 (1) from the AGB breather outlet port (2) if either were installed. Discard the cap. |
| (6) | Install the AGB breather tube (3) if it was removed. (Ref. Task 72-60-02-400-801) |
| (7) | Remove all tools, equipment and unnecessary items from the work area. |
| (8) | Select CABIN BLEED OFF. |
| (9) | Do an engine start and operate the engine for one minute at 80% N1 to dry the engine. |
| (10) | Reduce power to IDLE. Operate the engine for five minutes at IDLE with CABIN BLEED ON. |
| (11) | Do the engine shutdown procedure. Refer to Task 71-00-00-760-811. |
| (12) | Install the engine cowlings as necessary. Refer to the AMM. |
| (1) | This task gives the procedure for doing a compressor performance recovery wash. |
| (1) | Disconnect the two aircraft P3 air bleed tubes. Refer to the AMM. |
| (2) | Secure a plastic bag over the two exposed aircraft P3 ports. Leave the two engine P3 bleed ports open. |
| (3) | Place suitable containers or a drip pan under the engine. |
| (4) |
Prepare the engine to prevent wash fluid from entering the
AGB:
|
|
Part Number
|
Name
|
|---|---|
|
PWC32677-300
|
Compressor Wash Unit, Mobile (Alternate to PWC64444)
|
|
PWC64444
|
Compressor Wash Unit, Portable (Alternate to PWC32677-300)
|
|
PWC66581
|
Wedge, Fan Blade
|
|
PWC69812
|
Blanking Plug, Breather Outlet
|
|
PWC69836
|
Compressor Wash Wand
|
|
PWC64444
|
Compressor Wash Unit, Portable (Alternate to PWC64444)
|
|
Part Number
|
Name
|
|---|---|
|
Not applicable
|
Not applicable
|
|
Part Number
|
Name
|
|---|---|
|
PWC11-001G
|
Detergent Cleaner
|
|
PWC11-003
|
Detergent Cleaner
|
|
PWC11-003B
|
Detergent Cleaner
|
|
PWC11-003E
|
Detergent Cleaner
|
|
PK3654-49
|
Cap, AGB Breather Port (Alternate to PWC69812)
|
| (1) | Connect the wash wand (PWC69836) to the mobile wash system (PWC32677-300) or portable wash system (PWC64444) or the portable wash system (PWC89888) or a locally manufactured wash system. |
| (2) | Install wedges (PWC66581) (4) as follows:
CAUTION: MAKE SURE WEDGES ARE IN GOOD CONDITION.
|
| (3) |
Fill the wash system with the required compressor wash fluid:
|
| (4) | Insert the wash wand (PWC69836) (5) by rotating the wand nozzle (7) through the fan blades, fan stator and the core intake struts into position in the HP compressor intake. |
| (5) | Make sure the four wedges (PWC66581) (4) prevent the fan from rotating. |
| (6) | Hold the wash wand (PWC69836) (5) during the engine motoring to make sure the disk (6) stays flat against the fan blades and sitting on the nose cone. |
| (7) | Start a 20 second dry motoring runs using the engine starter. As N2 rotation passes 5%, start injection of 0.8 US gallons (3 liters) of the cleaning solution into the engine HP compressor gas path at a rate of 1.6 gal/minute (6 liters/minute). |
| (8) | Stop motoring after 20 seconds. Turn the wash system off when N2 rotation is less than 5%. |
| (9) | Allow cleaning solution to soak for 30 minutes. |
| (10) | Start a 20 second dry motoring run using the engine starter. As N2 rotation passes 5%, start injection of 0.8 US gallons (3 liters) of water solution into the engine core at a rate of 1.6 gal/minute (6 liters/minute). |
| (11) | Stop motoring after 20 seconds. Turn the wash system off when N2 rotation is less than 5%. |
| (12) | If evidence of cleaning solution is still present inside the engine, repeat steps (9) and (10). |
| (13) | Remove the wash wand (PWC69836) (5) from engine. |
| (14) | Remove the four wedges (PWC66581) (4). |
| (15) |
Do a 20 second dry motoring run.
NOTE: If ambient temperatures required the use of isopropyl
alcohol in the water solution, do an additional 20 second dry motoring
run to purge the engine of remaining fumes.
|
| (16) | If required, do another performance recovery wash after engine drying. |
| (1) | Dissassemble wash system and wash wand (PWC69836) (5). |
| (2) | Remove the plastic bags from the two aircraft P3 bleed ports. |
| (3) | Check the P3 air ports for moisture. Remove moisture. |
| (4) | Connect the two P3 air bleed lines. Refer to the AMM. |
| (5) | Remove either the blanking plug (PWC69812) (1) or the cap PK3654-49 (1) from the AGB breather outlet port (2) if either were installed. Discard the cap. |
| (6) | Install the AGB breather tube (3) if it was removed. (Ref. Task 72-60-02-400-801) |
| (7) | Remove all tools, equipment and unnecessary items from the work area. |
| (8) | Select CABIN BLEED OFF. |
| (9) | Do an engine start and operate the engine for one minute at 80% N1 to dry the engine. |
| (10) | Reduce power to IDLE. |
| (11) | Select CABIN BLEED ON and operate the engine for five minutes at IDLE. |
| (12) | Do the engine shutdown procedure. Refer to Task 71-00-00-760-811. |
| (13) | If required, do another performance recovery wash after engine drying. |
| (14) | Install the engine cowlings as necessary. Refer to the AMM. |